There are lots of large-scale events for the classic car enthusiast that take place in the UK during the course of year. Most of them, of course, are outside, as there are not that many venues that can house several thousand cars in a way that allows them to be displayed so that everyone can get a good look at them. The National Exhibition Centre, or NEC, for short, was built to be a venue suitable for just requirements, of course. so it is no surprise to learn that there has been a Classic Car Show held at the site for 34 years. The date has moved around a bit but for some time it has taken place in November, by which time outdoor events have largely accepted that weather and darkness have taken over, and the organisers have had various different parts of the massive 20-hall site for the event. A three-day event, you certainly need two of them to stand any chance of seeing everything, and the news that for 2018 an additional Hall – number 8 – was being added to the event further reinforced the need to allocate enough time to try to take in displays contributed to by more than 300 Classic Car Clubs, along with most of one Hall of Dealer Cars, a sizeable Silverstone Auctions presence as well as a massive autojumble and array of trade stands. As in previous years, the last day of the show coincided with Remembrance Sunday, and there was an added poignancy for this in 2018, as this was the centenary of the end of the First World War and there was a special display to mark that. Hard to believe though it may seem, the entire NEC came to not just a standstill but total silence for two minutes at 11am, before a Highland Piper broke the silence on the Discovery Live Stage. For the rest of the time, there was lots of noise, of course, from the crowds who came, no fewer than 71,000 over the three days. Saturday is the busiest day and for a while it gets quite hard to move around, and almost impossible to get photos, but by late afternoon, the numbers reduce and that is the cue to charge round with the camera at the ready. It felt like I was on the go for two whole days, roaming around the 8 halls that were in use, taking in over 3000 display vehicles and the result is a collection of just over 1500 photos which are presented in this report. Enjoy!

ABARTH

This OT1000 Coupe was to be found on the Fiat Motor Club stand, as there was no specific Abarth stand on which to display it. Abarth produced several tuned versions of the Fiat 850 Berlina, Coupé, and Spider, with ever-increasing displacements. These belonged to the OT series of Abarth cars—standing for Omologata Turismo or “touring homologated”, which also included two-seater sports racing cars. The Fiat-Abarth OT 850, as seen here, was Abarth’s first 850 derivative, introduced in July 1964. Its Tipo 201 engine was the regular saloon’s 847 cc inline-four brought from 34 bhp to 44 bhp. The top speed went up accordingly from 75 mph (120 kn/h) to 81 mph (130 km/h). The OT 850 could be distinguished from the standard Fiat model by its Abarth badging, an asymmetric front ornament with the Abarth shield on the right hand side and the “Fiat Abarth” script on a red field on the left, and wheels with cooling slots. From October of the same year it became available in two guises: OT 850 Oltre 130 (“Over 130”), almost unchanged from the initial model, and OT 850 Oltre 150, with a 52 bhp engine, front disc brakes and a 150 km/h (93 mph) top speed. In October 1964, Abarth added the Fiat-Abarth OT 1000. With engine displacement increased to 982 cc, it produced 60 bhp and 58 lb·ft of torque. The front brakes were changed to discs. Coupe and Spider models would follow from 1965, initially with the same 982cc engine, but it was not long before 1300, 1600 and then 2 litre engines were inserted in the car. There are not many of these in any body style in the UK, but of those that you do see, the Coupe would seem to be the most numerous and that is what was here.

Most Abarths of the 1960s were based on regular Fiat models, and there was another of these on show as well, the smallest car offered, based on the Nuova 500. For the 595 SS, Abarth increased the engine capacity to 594 cc, just under the limit for the European 600cc racing sedan class. High compression 10:1 pistons were used together with a special camshaft, a specific alloy sump, Abarth valve covers and air filter, propped up engine lid and wheels were fitted and of course the exhaust system was a special in house model. This package together with lowered suspension, flared arches and 10 inch rims amounted to what was known as the Assetto Corsa SS model. These cars have become very rare as many were crashed in competition or simply rotted away due to bad rust protection in the 70s A number of recreations have been built, and these are likely such. So, not original, but still nice and still a lot of fun

By the 1980s, the Abarth badging had largely disappeared, though Abarth remained functional within the mighty Fiat empire, and there were tuning kits offered for some of the more sporting road cars. Among them was the Cinquecento Sporting of the early 90s, and there was an example of that babyrocket with the Abarth kit fitted to it on display here.

From the modern generation of Abarth was this, a real rarity, a genuine works-produced R3T Rally Car. Revealed in late 2009, it came type approved for Group R3T (hence the name), a class that covers turbocharged cars with an engines of 1.6-litre or smaller. This car took its engine from the regular, road-going Abarth 500, so the regular 1.4-litre unit, but the R3T benefitted from the fitment of a Garret fixed geometry turbocharger to boost power to 178bhp – 20bhp more than the highest powered official 500 of the time, the Esseesse. The engine comes mated to a sequential six-speed transmission, with a twin-plate clutch and self-locking differential, which I understand costs the not inconsiderable sum of £20k should you need to replace it. Smart 17in OZ alloys shroud Brembo disc brakes with four-pot calipers. The suspension is highly adjustable, with racing shock absorbers and tweakable ground clearance and caster/camber angles. The idea was to make a car that can be ideally suited to each of its drivers’ individual driving styles. The drivers in question were intended to be private racers, and young ones at that – those who want to prove themselves in a bona fide racing car. Group R3T is ideal for balancing pretty potent power with more attainable running costs, and it’s a class that’s predicted to have a bright future. It has a 1080kg minimum weight figure, which the Abarth hits perfectly, meaning it boasts 167bhp/ton. The cars had a typically Italian livery, and integrates itself perfectly into the current Abarth range with stripes aplenty. The promotional trophy it stars in follows years of tradition, featuring an eclectic mix of racing Fiats past – from the Uno Turbo to the titchy Cinquecento and rather unloved Stilo. This one, which lives relatively locally to the event, was bought some years ago, by an enthusiast, who had to pay around £50k for it. A special Abarth indeed.

Also here was the latest model, the 695 Rivale, a 2018 addition to the range. This is the latest celebration of Fiat’s partnership with Riva, which has already seen a special Riva version of the 500,. Described as being “the most sophisticated Abarth ever”, it is available either as a hatch or a cabriolet, with both of them featuring a two-tone Riva Sera Blue and Shark Grey paintwork. The Rivale is adorned with an aquamarine double stripe, satin chrome finish on the door handles and satin chrome moulding on the tailgate, various aesthetic elements inspired by the Riva 56 Rivale yachts and ‘695 Rivale’ logos, joined by Brembo Brakes, Koni suspension, and 17-inch Supersport alloy wheels. Enhancing the nautical theme the new 695 Rivale features either a carbon fibre or mahogany dashboard, black mats with blue inserts, blue leather seats and door panels, carbon fibre kick plates, special steering wheel wrapped in blue and black leather and with a mahogany badge, blue leather instrument panel cover, and mahogany gear lever knob and kick plate. These are joined by the standard Uconnect infotainment with a 7-inch display, which is compatible with Android Auto and Apple CarPlay, and there is also a hand-written numbered plate that can be customised with the mane of the customer’s yacht on request. Powering the 695 Rivale is the same 1.4-litre turbocharged engine that makes 180PS (177hp) and 184lb/ft of torque, that features in the 595 Competizione, allowing it to go from rest to 100km/h (62mph) in 6.7 seconds and up to a top speed of 225km/h (140mph). This is a regular model in the range, but confusingly, there is also the Abarth 695 Rivale 175 Anniversary, created to celebrate 175 years of the Riva brand. Just 350 of these were produced, half of them the hatch and the other half cabriolets. These featured 17-inch alloy wheels with a special pattern, celebratory badge on the outside, hand-crafted details such as the two-tone colour – blue and black hand-stitched leather seats with a celebratory logo stitched onto the headrest, carbon dashboard silk screen printed with special logo, numbered plate. Standard Rivale cars arrived in the UK in April, and quite a few have been sold. They always attract lots of interest when they do appear.

AC

Oldest of the AC models present was this 2 Litre dating from 1951. The AC 2-Litre was between 1947 and 1956. Two and, from 1952, four-door saloons were sold. In addition, as from 1949, a small number of drophead coupés and “Buckland” tourers were produced. The car’s wetliner, aluminium cylinder block, six-cylinder 1991 cc engine was the unit first offered by the company in the AC 16, back in 1922. However, by 1947 the engine was fed by three SU carburettors, and boasted a power output of 74 bhp increased again in 1951 to 85 bhp which was more than twice the 35 bhp claimed for the engine’s original commercial application. The aluminium-panelled body on a wood frame was fitted to a conventional steel chassis with rigid axles front and rear with semi-elliptic leaf springs with, for the first time on an AC, hydraulic dampers.Until 1951 the car had a hybrid braking system, hydraulic at the front and cable at the rear with 12 in drums. The car changed very little during its ten-year production run, though the wheel size did increase slightly to 16 in in 1951. The AC 2-litre was outlived by its engine, which continued to be offered in other AC models until 1963. 1284 were produced.

This is a Greyhound, effectively a 2+2 version of the better known Ace and Aceca. It was announced for the opening of the Motor Show in October 1959. The car had a two-door, four-seater aluminium body, and inherited most of the technical components of the Ace and Aceca but it had a wheelbase 10 inches or 250mm longer and coil springs in place of a transverse leaf spring at the front. A variety of engines were used, including the AC 4 cylinder, Bristol 4 cylinder and Ford 6 cylinder units as featured in the Ace. Just 83 cars were made before production ceased in 1963.

There were a number of Cobra-style cars here. Original Cobra models from the early 60s are rare, but there are plenty of replica cars that have been produced since then, as well as the various continuation series that AC themselves have made, so the car is quite a common sight at events like this and indeed there were several of them here.

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

The Alfa Romeo Owners Club stand had a very varied collection of cars on show this time, with no specific theme, apart from the fact that they were all Alfas and all lovely! Oldest of them was his fabulous 6C 1750. In the mid-1920s, Alfa’s RL was considered too large and heavy, so a new development began. The 2-litre formula that had led to Alfa Romeo winning the Automobile World Championship in 1925, changed to 1.5-litre for the 1926 season. The 6C 1500 was introduced in 1925 at the Milan Motor Show and production started in 1927, with the P2 Grand Prix car as starting point. Engine capacity was now 1487 cc, against the P2’s 1987 cc, while supercharging was dropped. The first versions were bodied by James Young and Touring. In 1928, a 6C Sport was released, with a dual overhead camshafts engine. Its sport version won many races, including the 1928 Mille Miglia. Total production was 3000 (200 with DOHC engine). Ten copies of a supercharged (compressore, compressor) Super Sport variant were also made. The more powerful 6C 1750 was introduced in 1929 in Rome. The car had a top speed of 95 mph, a chassis designed to flex and undulate over wavy surfaces, as well as sensitive geared-up steering. It was produced in six series between 1929 and 1933. The base model had a single overhead cam; Super Sport and Gran Sport versions had double overhead cam engines. Again, a supercharger was available. Most of the cars were sold as rolling chassis and bodied by coachbuilders such as Zagato, and Touring. Additionally, there were 3 examples built with James Young bodywork. In 1929, the 6C 1750 won every major racing event it was entered, including the Grands Prix of Belgium, Spain, Tunis and Monza, as well as the Mille Miglia was won with Giuseppe Campari and Giulio Ramponi, the Brooklands Double Twelve and the Ulster TT was won also, in 1930 it won again the Mille Miglia and Spa 24 Hours. Total production was 2635. The car here was a 1929 6C 1500 with a Janes Young body.

The 2600 was an evolution of the 2000 (102 Series), which replaced the 1900, the first volume production model that Alfa had made. By the time the 2000 was launched in 1958, Alfa had added the Giulietta family to their range, and these cars were always going to be sell in far greater volume than the larger ones in a world that was still getting back on its feet after the war, but the 2000 was an important flagship, nonetheless. The 2000 models ran for 4 years, from 1958 to 1962, at which point they were updated, taking on the name of 106 Series, with minor styling changes being accompanied by a larger 2600cc engine under the bonnet. As with the 2000 models, the new 2600 cars were sold in Berlina (Saloon), Sprint (Coupe) and Spider (Convertible) versions, along with a dramatically styled SZ Coupe from Italian styling house Zagato and a rebodied Berlina from OSI, all of them with an inline twin overhead cam six cylinder engine of 2.6 litres, the last Alfas to offer this configuration. Just 6999 of the Sprint models were made and 2255 Spiders, very few of which were sold new in the UK where they were exceedingly expensive thanks to the dreaded Import Duty which made them much more costly than an E Type. These days you are more likely to see any of these than the Berlina, though. The saloon car just did not sell, with just 2092 of them being made over a 4 year period, making it the least popular Alfa saloon of all time. The one seen only came to the UK a few months ago, from South Africa and is one of less than 500 right hand drive models that were built. It is one of the later series of cars, with a floor gear change, as opposed to the column change of earlier cars, and with individual front seats as opposed to a bench. As standard, the Berlina had twin Solex carburettors with primary and secondary chokes, the latter being opened progressively for greater smoothness and economy. This one has acquired twin Webers at some point. It has a hand throttle (common on Italian cars of the period) and fan motors to demist front and rear screens. There is a five speed gearbox. One down side of a car of this era is the fact there are 16 grease points which need to be attended to every 2500 miles. This is a 2600 Spider.

From the 105 Series of cars there were a couple of exhibits. The more familiar is this 1750 GTV. There’s a complex history to this much-loved classic. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superceded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake. Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968. By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was 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. 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.

Looking very different from the rest of the Giulia range was a rather special Coupe, designed by Zagato. First seen in public at the Turin Motor Show of 1969, the GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork penned by Ercole Spada while he was at renowned Milanese styling house Zagato Based on the floorpan, driveline and suspension of the 1300 Spider, the Junior Zagato had a floorpan shortened behind the rear wheels to fit the bodyshell. the model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and, on early cars, aluminium doorskins. The Junior Zagato was not specifically intended for racing and did not see much use in competition. In total 1,108 units were constructed, with the last being built in 1972 although the records suggest that a further 2 cars were built in 1974. In 1972 the 1600 Zagato came out of which 402 units were produced. In this case the floorpan was unaltered from the 1600 Spider, so that the normal fueltank could be left in place. As a consequence, the 1600 Zagato is approximately 100 mm (3.9 in) longer than the 1300 model. This can be seen at the back were the sloping roofline runs further back and the backpanel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare wheel. The 1600 Zagato has numerous other differences when compared to the 1300 Junior Zagato.so if you ever see two side by side, and were a real expert, you could probably tell them apart easily. The last 1600 Zagato was produced in 1973 and the cars were sold until 1975. This is definitely a “marmite” car, with some people loving the rather bold styling and others finding to just odd for their tastes. I am in the former category.

Seeking a model to compete against the Ford Corsair, BMW 2000 and Lancia Flavia, Alfa presented a new larger and more upmarket saloon car in January 1968. The result, the 1.8-litre engined 1750 Berlina was introduced in Italy along with the 1750 GT Veloce Coupé and Spider Veloce. Some days later it was displayed at the Brussels Motor Show. The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle’s distinctive creases were smoothed out, and there were significant changes to the trim details. The car’s taillights were later used on the De Tomaso Longchamp. The car had a 1,779 cc twin-carb engine which produced 116 hp with the help of twin carburettors. For the US market the 1750 was equipped with SPICA fuel injection. There was a hydraulic clutch. In 1971, the 1750 Berlina was fitted with an experimental three-speed ZF automatic gearbox. The model designation was 1750A Berlina. According to official Alfa Romeo archives, 252 units were produced with very few surviving to this day. Some 1750A Berlina didn’t have the model plate with production date embossed. The automatic gearbox wasn’t well-suited to the four-cylinder motor due to baulky shifting and ill-chosen gear ratio. Because of this, its fuel consumption was frighteningly high and acceleration was a bit too slow. During 1971 the 1750 series was superceded across the Alfa Romeo range by the 2000 series; creating, in this case, the 2000 Berlina. Key difference was a larger engine, bored and stroked out to 1,962 cc. With two carburettors, this 2 litre Alfa Romeo Twin Cam engine produced 130 hp, giving a top speed of 200 km/h (124 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. The gearbox was a 5-speed manual though a 3-speed automatic was also offered. A different grille distinguishes the 2000 from 1750, and the external lights were also different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750. . In USA this engine was equipped with mechanical fuel injection.. A direct replacement in the 1.8-litre saloon class came that same year, in the form of the all-new Alfa Romeo Alfetta, though the two models ran in parallel for the next five years. In 1977 the Alfetta 2000, a two-litre upmarket Alfetta version, replaced the 2000 Berlina. Total sales of the 1750/2000 amounted to 191,000 units over a 10 year production life, 89,840 of these being 2000 Berlinas, of which just 2.200 units fitted with the automatic gearbox. You don’t see these cars that often.

It was nice to see an AlfaSud Ti here. These characterful small cars evoke a very positive reaction, with many people wistfully recollecting one that they, or their parents, owned back in the 1970s, but observing that the car, whilst divine to drive, simply rusted away almost before your very eyes. There are a lot more of these cars left in the UK than you might imagine, but most of them are on SORN, needing massive restorations that may or may not ever happen. That should not detract from the splendour of the models on show at this event. Alfa Romeo had explored building a smaller front wheel drive car in the 1950s but it was not until 1967 that firm plans were laid down for an all-new model to fit in below the existing Alfa Romeo range. It was developed by Austrian Rudolf Hruska, who created a unique engineering package, clothed in a body styled by Giorgetto Giugiaro of ItalDesign. The car was built at a new factory at Pomigliano d’Arco in southern Italy, hence the car’s name, Alfa Sud (Alfa South). January 18, 1968, saw the registration at Naples of a new company named “Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p.A.”. 90% of the share capital was subscribed by Alfa Romeo and 10% by Finmeccanica, at that time the financial arm of the government controlled IRI. Construction work on the company’s new state sponsored plant at nearby Pomigliano d’Arco began in April 1968, on the site of an aircraft engine factory used by Alfa Romeo during the war. The Alfasud was shown at the Turin Motor Show three years later in 1971 and was immediately praised by journalists for its styling. The four-door saloon featured an 1,186 cc Boxer water-cooled engine with a belt-driven overhead camshaft on each cylinder head. It also featured an elaborate suspension setup for a car in its class (MacPherson struts at the front and a beam axle with Watt’s linkage at the rear). Other unusual features for this size of car were four-wheel disc brakes (with the front ones being inboard) and rack and pinion steering. The engine design allowed the Alfasud a low bonnet line, making it very aerodynamic (for its day), and in addition gave it a low centre of gravity. As a result of these design features, the car had excellent performance for its engine size, and levels of roadholding and handling that would not be equaled in its class for another ten years. Despite its two-box shape, the Alfasud did not initially have a hatchback. Some of the controls were unorthodox, the lights, turn indicators, horn, wipers and heater fan all being operated by pulling, turning or pushing the two column stalks. In November 1973 the first sport model joined the range, the two-door Alfasud ti—(Turismo Internazionale, or Touring International).Along with a 5-speed gearbox, it featured a more powerful version of the 1.2 engine, brought to 67 hp by adopting a Weber twin-choke carburettor; the small saloon could reach 160 km/h. Quad round halogen headlamps, special wheels, a front body-colour spoiler beneath the bumper and rear black one around the tail distinguished the “ti”, while inside there were a three-spoke steering wheel, auxiliary gauges, leatherette/cloth seats, and carpets in place of rubber mats. In 1974, Alfa Romeo launched a more upscale model, the Alfasud SE. The SE was replaced by the Alfasud L (Lusso) model introduced at the Bruxelles Motor Show in January 1975. Recognisable by its bumper overriders and chrome strips on the door sills and on the tail, the Lusso was better appointed than the standard Alfasud (now known as “normale”), with such features as cloth upholstery, headrests, padded dashboard with glove compartment and optional tachometer. A three-door estate model called the Alfasud Giardinetta was introduced in May 1975. It had the same equipment of the Alfasud “L”. It was never sold in the UK and these models are particularly rare now. The Lusso model was produced until 1976, by then it was replaced with the new Alfasud 5m (5 marce, five speed) model, the first four-door Alfasud with a five-speed gearbox. Presented at the March 1976 Geneva Motor Show, it was equipped like the Lusso it replaced. In late 1977 the Alfasud Super replaced the range topping four-door “5m”; it was available with both the 1.2- and 1.3-litre engines from the “ti”, though both equipped with a single-choke carburettor.The Super introduced improvements both outside, with new bumpers including large plastic strips, and inside, with a revised dashboard, new door cards and two-tone cloth seats. Similar upgrades were applied to the Giardinetta. In May 1978 the Sprint and “ti” got new engines, a 78 hp 1.3 (1,350 cc) and a 84 hp 1.5 (1,490 cc), both with a twin-choke carburettor. At the same time the Alfasud ti received cosmetic updates (bumpers from the Super, new rear spoiler on the boot lid, black wheel arch extensions and black front spoiler) and was upgraded to the revised interior of the Super. The 1.3 and 1.5 engines were soon made available alongside the 1.2 on the Giardinetta and Super, with a slightly lower output compared to the sport models due to a single-choke carburettor. All Alfasuds were upgraded in 1980 with plastic bumpers, new instrument panel, headlamps and rear lights as well as other revisions. The Ti version was now fitted with a twin-carburettor version of the 1490 cc engine that had been fitted to the Sprint the previous year, developing 95 bhp A three-door hatchback was added to the range in 1981 in either SC or Ti trim and the two-door Ti and Giardinetta were deleted from most markets around this time. Belatedly in 1982 the four-door cars were replaced by five-door versions as by now, most of its competitors were producing a hatchback of this size, although some also produced a saloon alternative. The range was topped by the five-door Gold Cloverleaf, featuring the 94 hp engine from the Ti and enhanced interior trim. In 1983 an attempt to keep pace with the hot hatchback market, the final version of the Alfasud Ti received a tuned 1490 cc engine developing 105 PS Now named Quadrifoglio Verde (Green Cloverleaf) this model was also fitted with Michelin low profile TRX tyres on metric rims as well as an enhanced level of equipment. The five-door Alfasud saloons were replaced by the 33 models in 1983. The 33 was an evolution of the AlfaSud’s floorpan and running gear, including minor suspension changes and a change from four-wheel disc brakes to front disc and rear drum brakes to reduce costs. The three-door versions continued for a further year before being replaced by the unsuccessful Alfa Romeo Arna a joint venture between Alfa Romeo and Nissan.

Although I am sure there are those who would beg to differ, my contention is that car styling in the twentyfirst century has gone through a period which will not be viewed particularly positively in years to come, with a myriad of forgettable designs and more recently plenty which in trying to be distinctive are just downright ugly. There have been a few high points, though, and top of that list for me must be the Alfa 8C Competizione, a lone example of which was to be seen here. As well as the looks, this car also has noise on its side, with a sound track which must rate as one of the best of recent times. So that is two boxes ticket for me. The press saw it rather differently, and were rather critical of the car when it was new, but for me, finding plenty to fault with the way the car drove. First seen as a concept car at the Frankfurt Motor Show in 2003, the concept was conceived as a reminder for people who were perhaps slightly disillusioned with contemporary Alfa products that the company could still style something as striking in the 21st century as it had been able to do in the 1950s and 1960s. Public reaction was very positive, but Fiat Group Execs were very focused on Ferrari and Maserati and they were not entirely convinced that a car like this was appropriate as it could encroach on those brands’ territory. It was only in 2006, with new management in place that it is decided that a limited production run of just 500 cars would give the once proud marque something of a boost. Announcement of the production version, visually little different from the 2003 concept car was made at the 2006 Paris Show, and it was soon evident that Alfa could have sold far more than 500 cars To turn the concept into reality, Alfa used a shortened Maserati Quattroporte platform with a central steel section, subframes front and rear and main outer panels that were all made from carbon fibre, with the result that the complete car weighed 300 kg less than the GranTurismo. Final assembly was carried out by Maserati, with the cars being built between 2007 and 2010. Competiziones (Coupes) first, and then 500 Spiders. Just 40 of the Competizione models came to the UK. Most of them were sent to the US, so this car is exceptionally rare and is much sought after by collectors. They were fearsomely expensive when new, listing for around £150,000, but prices have never dipped far below this, so anyone who bought one, should they ever feel the need to sell it, is not going to lose money on the car.

ALLARD

Sydney Allard gave his name to a range of British sports cars in the late 1940s and 1950s, most of which were among the fastest machines you could buy at the time. A whole array of different models were produced, some more elegant than others, and some better known that others these days. This one is a Palm Beach, one of the last new designs that was created, is ,more cohesively designed than most of his cars, but it was not exactly a sales success, so this is a rare car these days. This particular car is a Phase 2 car, first seen at the 1956 Earls Court Motor Show. External differences from the original Palm Beach included hidden door hinges and vents behind the front wheels and more comprehensive grill ornamentation, whilst under the bonnet, the four cylinder engine was replaced by a choice of either a Jaguar six cylinder or the base model’s 120 bhp Ford Zephyr six cylinder unit, as fitted to the prototype. One of just six Mark 2s that were built, this car was registered in November 1956, after the Show, and used as a demonstrator and later by Allard Motor Company’s Brian Howard. In 1969 it was sold to the Hemsworth family where it remained until 2012. It did not turn a wheel from 1976, and was eventually offered for restoration to Sydney Allard’s son Alan and grandson Lloyd, needing it, having being kept outside for several years. Two years on, and the restoration of the aluminium bodied prototype has been complete and the car looks stunning, with Lloyd Allard having been credited with doing most of the hard work. What I had not appreciated is that there has recently been a resurrection of the Allard Company, now known as the Allard Sports Car Company, with the initial aim of manufacturing a continuation Mk III Palm Beach and continuation Cadillac powered JR as raced at Le Mans in 1953 and throughout the USA in later years.

The K2 is a 2-seater sports car produced from 1950 to 1952. It was offered with Ford and Mercury V8s in the home market and with Chrysler and Cadillac V8s in the USA. 119 were built.

The Allard M is a sports car manufactured between 1947 and 1950. It is considered the first civilised sports car by Allard. The M is a two-door, four-seater convertible and was marketed at the time as a Drophead Coupé. It is powered by a Ford 3.6 litre (3622 cc) engine. Later models were equipped with a Ford Pilot sourced column shift. Production reached approximately 500.

ALVIS

This 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.

The Alvis 4.3-litre and Alvis Speed 25 were British luxury touring cars announced in August 1936 and made until 1940 by Alvis Car and Engineering Company in Coventry. They replaced the Alvis Speed 20 2.8-litre and 3½-litre. They were widely considered one of the finest cars produced in the 1930s. The Speed Twenty’s 2½-litre, 2.8-litre or 3½-litre engines with four main bearings were replaced in the 4.3-litre and 3½-litre Speed Twenty-Five with a strengthened new designed six-cylinder in-line unit now with seven main bearings. For the 3½-litre version an output of 110 PS at 3,800 rpm was claimed (and proven) along with a top speed of almost 160 km/h (100 mph). It propelled the occupants at high speed in exceptional luxury accompanied by the attractive sound of a powerful deep and throaty exhaust. Its beauty is also confirmed as it is the only car to win the prestigious Ladies Choice VSCC Oxford Concourse prize two years in a row. The clutch, flywheel and crankshaft were balanced together, which minimised vibration. The cylinder head was of cast iron but the pistons were of aluminium. Two electric petrol pumps fed the three SU carburettors, which were protected by a substantial air filter. A new induction system incorporated an efficient silencing device. Alvis did not make any of the bodies for the Speed 25. The cars were supplied in chassis form and firms such as Cross & Ellis (standard tourer) Charlesworth (standard saloon and Drop Head Coupé) as well as Vanden Plas, Lancefield, Offord and others would fit suitably elegant open touring or saloon car bodies. The car was built on a heavy steel chassis with a substantial cross brace. With its sporty low slung aspect, all-synchro gearbox, independent front suspension and servo-assisted brakes, this was a fast, reliable and beautifully made car, although at almost £1000 it was not cheap. The survival rate for what was after all a hand-built car is surprisingly good. Later models featured increased chassis boxing, and to reduce the car’s weight Alvis cut numerous holes in the chassis box sections, which was also a solution tried less successfully earlier in the decade by Mercedes-Benz when confronting the same challenge with their enormously heavy Mercedes-Benz SSKL. Minor improvements to both cars announced at the October 1938 Motor Show included a dual exhaust system said to quieten the engine and improve power output. From the show the press reported the 4.3-litre four-door sports saloon to have “a most imposing front with very large headlamps, fog and pass lights, and post horns.” A chassis for bespoke bodywork was still listed but a range of standard coachwork was made available. On the standard four-door saloon there were no running boards and the wings were streamlined. The luggage locker was lined in white rubber. Dunlopillo upholstery eased muscular fatigue. The rake of both the driver’s seat and its squab were now easily adjustable. There was a system of no-draught ventilation. The double sliding roof might be opened from either back or front seat. There were twin tuned electric horns and twin electric windscreen wipers. The instrument panel included a revolution counter and there were ashtrays and a smoker’s companion. There were to be only detail changes for 1940. The white car seen here is a 1937 Speed 25 with a Charlesworth Tourer body.

In 1946 Graber made his first Alvis body and by 1953 acquired the Swiss distribution rights for Alvis Cars. In 1955, in response to a customer order from Alvis, they produced what would turn out to be the first two of several Graber bodied prototypes on an Alvis chassis. During the 1950s links between Graber and Alvis became close. After the long-time Alvis designer G.T. Smith-Clarke left the company, Graber presented in 1955 his Graber bodied Alvis TC 21/100 “Grey Lady” which somehow combined classical elegance with a thoroughly modern pontoon format body. The new Alvis bodies went into series production, under licence by the British firms firstly with Willowbrook and later Park Ward. Park Ward took the Swiss drawings and adapted them to produce a car with more interior space than the Graber original. All the subsequent Alvis TD TE and the very last TF21 followed Graber’s basic blueprint. Meanwhile, in central Switzerland Graber continued to build to order special bodied cars based on Alvis chassis at a rate of not more than ten per year. These included four seater coupe bodied cars (sometimes described by the English as saloons), cabriolets, and four four-door specials. Graber’s bodies were lower than the standard bodied Alvis cars with more steeply raked A and C pillars. When customers requested improvements, Graber was happy not merely to produce special bodies but also to redesign or adapt aspects of the chassis and running gear. The car seen here is a TE21 Graber, one of just 7 that were built.

ARMSTRONG-SIDDELEY

This very imposing looking car is a 1934 Special, a model which had been introduced in 1933 as the top of the range. It was powered by a 4960cc straight six seven bearing hiduminium alloy engine, with mechanical and electric fuel pumps, double drop frame, centralised chassis lubrication and the usual Wilson four speed gearbox with desirable fly wheel option. Early ones all came on a 132 inch wheelbase, with an optional 144 inch wheelbase and extra carburettor later. It was available as a Sports Saloon, Sports Tourer, Limousine or with various custom bodies. the car was replaced by a restyled Mark II version which ran from 1935-37. Just 253 were made.

This is a 1952 Armstrong-Siddeley Whitley. The Whitley was a large sports saloon, a version of the 16/18 hp series, made between 1946 and 1954. The Whitley was the last of the range to enter production, first appearing in 1949. It only used the larger 2309 cc overhead valve engine with a tax rating of 18hp that had first appeared on export versions of the Tempest coupled with a choice of synchromesh or pre-selector gearbox. The front suspension was independent using torsion bars, while at the rear was a live axle and leaf springs. A Girling hydro-mechanical braking system was fitted, with the front drums hydraulically operated, while those at the rear were cable. A variety of body styles were made, of which the most common are the 4 or 6 light saloons, but limousines were also made on a long-wheelbase chassis from 1950 to 1952. The Utility Coupe and Station Coupe were pick up versions made for the export market and in particular for Australia. The former had a conventional front seat only and the latter had an extended cabin with a small additional seat at the rear. 4321 examples of the Whitley were made in a 5 year period.

A replacement for the Whitley, the Sapphire was first seen in 1952, and extended into quite a range of different models over the next 8 years. The first model to bear the Sapphire name was the 346, introduced late in 1952 for sale in 1953 and continuing until 1958. It had a six-cylinder 3,435 cc engine with hemi-spherical combustion chambers and could have optional twin Stromberg carburettors, a £25 extra, which increased the output from 125 to 150 bhp giving a top speed in excess of 100 mph. The front suspension was independent coil springs with a rigid axle and leaf springs at the rear. The body was available as a four- or six-light (two or three windows on each side) at the same cost and with either a bench or individual front seats. The seats were finished in leather, with the dashboard and door-cappings in walnut veneer. A heater was standard. It was introduced with the choice of a Wilson electrically-controlled finger-tip four-speed pre-selector gearbox as a £30 option, or four-speed synchromesh gearbox. It became available with a Rolls-Royce four speed automatic transmission with the introduction of the Mark II in 1954. A long-wheelbase model was launched in 1955 as a limousine version which had the pre-selector gearbox as standard, however, there was an optional four-speed manual column-change gearbox available. 7,697 of the 346s were produced. Next to appear were the cheaper Sapphire 234 and 236 cars. They were identical in appearance but sold with different engines having different performance characteristics. The 234 could be purchased with wire wheels as an optional extra. The 234 was produced from 1955 to 1958 and used a four-cylinder 2,290 cc version of the 346 engine. The transmission was a manual four-speed gearbox with optional overdrive. It was a genuine 100 mph car intended for the man who liked high performance, and 803 of them were produced. The 236 was made between 1955 and 1957 and used the six-cylinder 2,310 cc engine previously seen in the Whitley. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic “clutchless” transmission. Overdrive was an option on either transmission. This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon, and 603 were produced. In 1958, Armstrong-Siddeley showed what would turn out to be their final model, and the car seen here, the Star Sapphire. Little changed externally from the 346, the radiator grille no longer rose to the top of the bonnet, and there were other detailed changes, including concealed door hinges and the fact that the front doors now hinged at their leading edge. The six-cylinder engine was enlarged more than 16% to 3,990 cc with larger twin Stromberg carburettors as standard and power output increased to 165 bhp Perhaps more important was an increase of nearly 30% in torque at 50 mph. Big end and main bearings were now made of lead indium and a vibration damper fitted to the nose of the crankshaft. The compression ratio was raised to 7.5 to 1. The car could now lap the Lindley high speed track at 104 mph. Various suspension modifications had been carried out. Servo-assisted 12″ Girling disc brakes were now installed on the front wheels and Burman recirculating ball power steering was standardised with a turning circle reduced by 4’6″. A BorgWarner type DG automatic gearbox was fitted which incorporated a lever on the fascia to hold intermediate gear at 35, 45, 55, and 65 mph. There was an independent heater for the rear passengers and demisting slots for the rear window. All features were standard, the provision of alternatives being believed to lead to an unsatisfactory compromise. This was a high quality car, intended to rival Daimler, Jaguar and even Rolls Royce products of the era, and indeed the Star Sapphire won the £4,000 four-door coachwork class at the 1958 Earls Court Motor Show ahead of a Princess limousine and a Jaguar Mark IX. When production ceased in 1960, 902 saloons had been made, as well as 77 long-wheelbase cars, 73 of which were built as limousines (including 2 prototypes). The limousine version was made in 1960 only and had a single-carburettor engine and manual gearbox (the automatic gearbox was fitted to 12 examples). The remaining 4 chassis were used for 3 hearses and an ambulance, meaning a total of 980 Star Sapphires were produced.

ASTON MARTIN

Oldest Aston here was the DB2. This was the first new post-war Aston, and the first car to adopt the now legendary DB naming convention, reflecting the fact that in 1947 David Brown had bought the Aston Martin and Lagonda companies and incorporated them as Aston Martin Lagonda Ltd. Lagonda’s 2.6 litre dual overhead cam, straight-six engine, more powerful than the pushrod 1.9 litre unit in the Aston Martin 2-Litre Sports, was the main objective in Brown’s acquisition of the company. W. O. Bentley had supervised the engine’s design, which was largely by William (Willie) Watson, an engineer with the pre-war Invicta company who had collaborated on Lagonda’s pre-war V12 and also designed the short-lived post-war version. Work then started on producing a new car, which was called the DB2. This new model would utilise a version of the Lagonda engine in a shortened version of the tube-frame chassis designed by Claude Hill for the Aston Martin 2-Litre Sports, with a fastback coupé body designed by Frank Feeley. Three pre-production cars were entered for the 1949 24 Hours of Le Mans. One, which would become the development car for the production DB2, had the Lagonda straight-6, while the four-cylinder Aston Martin 2-litre unit powered the other two. After six laps the Lagonda-powered car, driven by Leslie Johnson, retired with overheating caused by failure of the water pump. One of the 2-litre cars was in 4th place and running without brakes when it crashed two hours short of the finish, fatally injuring driver Pierre Maréchal. The other finished 7th, crewed by Arthur Jones and Nick Haines. A month later, the larger-engined car, driven by Leslie Johnson and Charles Brackenbury, finished 3rd in the Spa 24-hour race, where one of the 2-litre cars was driven to 5th by Nick Haines and Lance Macklin. For 1950 all three factory team cars were equipped with the Lagonda engine. At the 1950 Le Mans race the one driven by George Abecassis and Lance Macklin finished 5th, with Brackenbury and Reg Parnell bringing another home 6th, which won Aston Martin 1st and 2nd in the 3-litre class. Across the Atlantic, Briggs Cunningham drove his DB2 to 2nd in its class at the inaugural Sebring race meeting in December 1950. The factory team cars continued racing in Europe throughout 1951, including at Le Mans, where Macklin and Eric Thompson took 3rd overall, with Abecassis and Brian Shawe-Taylor 5th. David Brown soon embarked on a series of Aston Martins designed specifically for competition use, starting with the DB3. Meanwhile, the production DB2 debuted at the New York Auto Show in April 1950 and continued in production until April 1953, by which time 411 had been made. The first 49 had a chrome-framed front grille in three separate parts, and large rectangular cooling vents in the front wings. Subsequent cars had a one-piece grille with horizontal chrome slats, and no side vents. The single-piece bonnet was hinged at the front. At the rear of the fixed-head coupé (FHC) a small top-hinged lid gave access to the spare wheel, and luggage space was behind the front seats, accessible only from inside the car. Later in 1950, a Drophead Coupé (DHC) variant was introduced. At least 102 were built. In April 1950, an engine with larger carburettors, inlet camshaft the same as the exhaust (for increased duration), and higher compression ratio pistons (8.16:1) was made available. Aston Martin’s first Vantage upgrade option offered 125 hp. Initially the higher compression ratio made the engine unsuitable for the British market, as the postwar austerity measures of the early 1950s restricted UK vehicles to 72 octane “Pool petrol”. The first DB2 Vantage, LML 50/21, was delivered to, and raced by, Briggs Cunningham in the United States. A revised version of the DB2 was launched in 1953, called the DB2/4. It was available as a 2+2 hatchback, marketed as a Saloon, as a Drophead Coupé (DHC) and as a 2-seat Fixed Head Coupe. A small number of Bertone bodied spiders were commissioned by private buyers. A further update in 1957 created the Mark III, and this was produced until the launch of the DB4 in 1958.

Follow on model to the Aston Martin DB2 was the DB4. Technically it was a development of the DB Mark III it replaced but with a completely new body. The DB4’s design formed the basis for later Aston Martin classics, such as the DB4 GT Zagato, the Lagonda Rapide 4-door saloon. It was eventually replaced by the Aston Martin DB5. The lightweight superleggera (tube-frame) body was designed by Carrozzeria Touring in Milan, and its Continental looks caused a sensation on its unveiling at the 1958 London Motor Show. Although the design and construction techniques were Italian, the DB4 was the first Aston to be built at the company’s Newport Pagnell works. The 3670 cc engine, designed by Tadek Marek, was a double overhead cam straight-6, with cylinder head and block of cast R.R.50 aluminium alloy, a further development of the earlier engine. The engine was prone to overheating initially, but the 240 hp produced by the twin-SU carburettor version made buyers forgive this unfortunate trait[citation needed]. Servo-assisted disc brakes were fitted all round: early 11.5 in Dunlops were replaced by Girlings. The independent front suspension used ball-jointed wishbones, coil springs and rack-and-pinion steering. The live rear axle also used coil springs and was located by a Watt’s linkage. The normal final-drive ratio for British and European use was 3.54:1: in the United States the ratio was usually 3.77. Customers wanting a car with an especially high top speed could choose a 3.31:1 ratio. A car with the British standard 3.54 final drive ratio tested by The Motor magazine in 1960 had a top speed of 139.3 mph and could accelerate from 0-60 mph in 9.3 seconds. A fuel consumption of 17.7 mpg. The test car cost £3967 including taxes. There were five “series” of DB4. The most visible changes were the addition of window frames in Series II and the adoption of a barred (rather than eggcrate) grille in Series IV. The Series III cars differed from the earlier ones in having taillights consisting of three small lamps mounted on a chrome backing plate. Earlier cars have single-piece units and the last Series V cars of September 1962 have similar taillights but recessed. The Series V also has a taller and longer body to provide more interior space, though the diameter of the wheels was reduced to keep the overall height the same. The front of the Series V usually was of the more aerodynamic style as already used on the Vantage and GT models, a style that was later carried over to the DB5 cars. A convertible was introduced in October 1961. It featured in-house styling similar to the Touring saloon, and an extremely rare factory hardtop was also available. In total, 70 DB4 convertibles were made from a total DB4 production run of 1,110 cars. 30 of these were Series IV, with the remaining 40 belonging to the Series V. 32 of the total convertibles built (11 and 21 of the different series respectively) were equipped with the more powerful Vantage engine. Top speed for the regular version is about 136 mph. Seen here was a 1961 DB4 Series III which was originally the factory demonstrator and press car.

This is undoubtedly the best-known Aston, and needs little in the way of an introduction, as this model is famous for being the most recognised cinematic James Bond car, first appearing in the James Bond film Goldfinger The DB5 was a follow-on to the DB4, designed by the Italian coachbuilder Carrozzeria Touring Superleggera. Released in 1963, it was an evolution of the final series of DB4. The principal differences between the DB4 Series V and the DB5 are the all-aluminium engine, enlarged from 3.7 L to 4.0 L; a new robust ZF five-speed transmission (except for some of the very first DB5s); and three SU carburettors. This engine, producing 282 bhp, which propelled the car to 145 mph, available on the Vantage (high powered) version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5. Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models have two doors and are of a 2+2 configuration. Like the DB4, the DB5 used a live rear axle At the beginning, the original four-speed manual (with optional overdrive) was standard fitment, but it was soon dropped in favour of the ZF five-speed. A three-speed Borg-Warner DG automatic transmission was available as well. The automatic option was then changed to the Borg-Warner Model 8 shortly before the DB6 replaced the DB5. The high-performance DB5 Vantage was introduced in 1964 featuring three Weber twin-choke 45DCOE side-draft carburettors and revised camshaft profiles, delivering greater top-end performance at the expense of overall flexibility, especially as legendary Webers are renowned as ‘full-throttle’ devices. This engine produced 315 hp. Only 65 DB5 Vantage coupés were built. Just 123 convertible DB5s were produced (also with bodies by Touring), though they did not use the typical “Volante” name until 1965. The convertible model was offered from 1963 through to 1965. Originally only 19 of the 123 DB5 Convertibles made were left-hand drive. 12 cars were originally fitted with a factory Vantage engine, and at least one further convertible was subsequently factory fitted with a DB6 specification Vantage engine. A rare factory option (actually fitted by Works Service prior to customer delivery) was a steel removable hard top. From October 1965 to October 1966, Aston Martin used the last 37 of the Aston Martin DB5 chassis’ to make another convertible model. These 37 cars were known as “Short Chassis” Volantes and were the first Aston Martins to hold the “Volante” name. Although calling it a “Short Chassis” is a bit of a misnomer as the “short” comes from comparing it to the subsequent DB6, which has a longer chassis. When compared to the DB5, it is not “short” but rather the same size, however these cars differ to the DB5 convertible models as they feature DB6 split front and rear bumpers and rear TR4 lights, as also used on the DB6.

Representing the longest lived design in Aston Martin’s history were a number of DBS and V8 cars. 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.

After using the same body shape for 20 years, Aston Martin launched something new at the Birmingham Motor Show in 1988, the Virage. A 2 door coupe, it was later joined by an open-topped mode, and then the high-performance Vantage in 1993. The name of the standard car was changed to V8 Coupe in 1996. When compared to the preceding V8, the design was fresh and more modern. It looked more like a Lagonda than the V8 it replaced. Indeed, the chassis was an evolution of the Lagonda’s, with a de Dion tube rear suspension, located by triangulated radius rods and a Watts linkage, and a double wishbone unit at the front. To cut costs, many of the less-important pieces came from other companies, as had been the case for many an Aston past. The sleek headlights and taillights were Audi 200 and Volkswagen Scirocco units, respectively, while General Motors, Jaguar, and Ford provided the steering column, climate control panel, and dash switches. In fact, Ford had purchased Aston Martin and Jaguar shortly before the Virage debuted. The Virage was a large, heavy car in spite of its all-aluminium body, but the 32-valve 5,340 cc V8 engine’s 364 lb/ft torque elevated its performance to near super car levels. “Acceleration just never seems to run out”, claimed Sports Car International on a first test. They also praised the “eager and quicker revving” nature of the 330 hp engine with its Callaway-designed heads and Weber-Marelli fuel injection. “Nothing sounds quite like an Aston V8,” they concluded. The 1,790 kg (3,946 lb) car could reach 158 mph (254 km/h). The automatic could reach 60 mph from standing in about 6.5 seconds. An upgrade to 349 hp was announced at the 1996 Geneva Show. The actor Rowan Atkinson owned a Virage Coupe which featured on the front cover of Car (magazine) May 1990. In the article he commented how the modern climate control system provided heating efficiency beyond the veteran Aston driver’s dreams and couldn’t believe warm air would emanate from the footwell within 90 seconds of start up. The five-speed ZF manual was fitted to about forty percent of Virages. The more popular automatic option was Chrysler’s three-speed Torqueflite transmission. For 1993 the three-speed was replaced by a four-speed automatic unit. The six-speed manual from the Vantage also became optional late in the Virage’s production run. This V8-powered car was intended as the company’s top model, with the 6-cylinder 1994 DB7 positioned below it. Although the DB7 was switched to a V12 engine and claimed a performance advantage, this V8 model remained the exclusive, expensive, and hand-built flagship of the Aston Martin range. It was replaced in 2000 with the Vanquish. By the end of the 2000 model year, 1,050 of all Virage related models had been produced.

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.

The Aston Martin V12 Vanquish was designed by Ian Callum and bore a large resemblance to the production DB7 Vantage. However, the car had a strong influence from the Project Vantage Concept prototype which debuted with a V12 engine at the North American International Auto Show in January 1998. As underneath the car featured a strong aluminium/carbon composite construction, bonded chassis with a 5,935 cc V12 engine. It was available in 2+0 and 2+2 seating configurations. The 48-valve 60° engine produces 460 bhp and 400 lb⋅ft of torque. It is controlled by a drive-by-wire throttle and a six-speed Electrohydraulic manual transmission. The standard Vanquish model had 14.0 inch drilled and ventilated disc brakes with four-pot calipers, ABS, with electronic brake distribution. Its appearance in the 2002 James Bond film Die Another Day earned the V12 Vanquish the number three spot on the list of Best Film Cars Ever, behind the Minis from The Italian Job, and DB5 from Goldfinger & Thunderball. The car also appears in the video games Need For Speed: Hot Pursuit 2, James Bond 007: Nightfire, and James Bond 007: Everything or Nothing. The Vanquish S debuted at the 2004 Paris Auto Show, with increased horsepower and performance and slight styling revisions. The engine displacement remained at 5,935 cc with power increased from 460 to 520 bhp. Visual changes included new wheels, a slightly different nose shape, a new raised bootlid with a larger integrated spoiler incorporating the third high level brake light (in the rear window on the original Vanquish), a Vanquish S badge on the bootlid (the original Vanquish had no rear model designation) and the addition of a small front splitter (although this was mainly done for aerodynamic reasons). As part of its improvements, the Vanquish S featured a slightly improved coefficient of drag of 0.32 (from 0.33), with help from a redesigned splitter and boot lid. Its front and rear track were 1,524 mm (60.0 inches) and 1,529 mm (60.2 inches), respectively. It also incorporated the features of a 2004 option package, the Sports Dynamic Pack, which incorporated sportier suspension, steering, and brake features. This model was sold for the 2005 (alongside the base Vanquish) and 2006 (as a stand-alone) model years in the United States with only minor running changes; it was not sold in the United States for 2007. The Vanquish S featured larger brakes than the V12 Vanquish; 14.9 in front discs with six-pot calipers and 13.0 inches rear discs. The end of the Vanquish’s production run was celebrated with the Vanquish S Ultimate Edition. Aston Martin announced that the last 50 cars built would have a new ‘Ultimate Black’ exterior colour, upgraded interior, and personalised sill plaques. 1086 Vanquish S were built. With a 200+ MPH top speed, the Vanquish S was (as measured by top speed capability) the fastest Aston Martin ever until the Vantage V12 S was introduced in May 2013. Vanquish production ended on 19 July 2007, coinciding with the closing of the company’s Newport Pagnell factory after 49 years of operation.

During 2016, a handful of lucky customers were able to take delivery of one (or both) of a couple of very special versions of the Vantage offered, the GT8 and GT12, and examples of the latter was here. First of them was the Vantage GT12. This started out as the Aston Martin Vantage GT3 special edition when it was unveiled at the Geneva Motor Show 2015. The company said that they would only manufacture 100 cars. After a complaint from Porsche over the use of the “GT3” moniker, the car was renamed the Vantage GT12. It features a new iteration of the 6.0-litre V12 that produces 592 bhp and 461 lb/ft of torque. It has a kerb weight of 1,535 kg (3,384 lb), and can accelerate from 0 to 60 mph in 3.5 seconds. There were sufficient external alterations that you would know that you were looking at something very special. For the Vantage GT8, which was launched a year later, Aston decided to make more cars – 150 of them, which was 50 more than the GT12. The GT8 features the same 4.7-litre V8 as found in the base Vantage but with power now increased to 440 bhp, and has a top speed of 190 mph (310 km/h). The GT8 is available with either a 6-speed manual or a 7-speed Sportshift II automated manual transmission, and has a kerb weight of 1,510 kg (3,329 lb), a 100 kg (220 lb) reduction over the V8 Vantage S.

Completing the Aston Martin Owners Club display was an example of the recently announced Vantage and the even more recent DBS Superleggera.

AUDI and DKW

First seen in 1949, the DKW Schnellaster is of a one box or monospace configuration featuring front wheels set forward in the passenger cabin, a short sloping aerodynamic hood, front wheel drive, transverse engine (early, two cylinder models only), flat load floor throughout with flexible seating and cargo accommodations. These same features make the Schnellaster a precursor of the modern minivan, a body configuration subsequently popularised in notable examples such as the Renault Espace, or the Chrysler Voyager/Dodge Caravan and, mechanically, of the BMC Mini plus most modern cars. The van included a trailing arm rear suspension system incorporating springs in the cross bar assembly. The modern layout featured a prewar two-cylinder 700 cc two-stroke engine of the DKW F8 rated at 20 hp (22 hp after 1952). In 1955 the van received the DKW F9’s three cylinder unit with 900 cc, producing 32 hp. The van’s layout enabled a flat loading floor only 40 cm (16 in) off the ground. It was also fitted with a large single rear door fitted to hinges on the right-hand side. It met the needs of the recovering German trader and 11.500 had been sold within a year. Production continued until 1962 and the vehicle was built under licence in Spain and Latin America.

In 1957, it was decided to use the name of the parent company and so cars appeared badged Auto Union with the first model to do so being the Auto Union 1000 of 1958. It was the first (and in many markets the last) model branded as an Auto Union by the manufacturer since the 1930s; it replaced the paradoxically named DKW 3=6, although the latter continued in production, reassuringly now branded as the DKW 900, for another year. The two cars were broadly similar, but the new car had its two-stroke engine enlarged to 981 cc yielding a 10% – 37% (according to model) power increase. Apart from the enlarged engine, which now provided in the base model 44 bhp, the 1000 featured the old four-ring Auto Union badge across the air grill along with the Auto Union name above it, in place of the DKW badge that had adorned the nose of the earlier model. In addition to the two- and four-door saloons, a “pillarless” coupé shared the profile of the saloons apart from the absence of any fixed B pillar. A three-door estate version was also offered, branded as the Universal, between 1959 and 1962. For the new decade, the saloon was renamed Auto Union 1000S and received, in August 1959, an eye-catching wrap-around windscreen. Neither the windscreen nor the name changes entirely concealed the fact that at a time when competitor designs employed the modern ponton, three-box form, this Auto Union’s body along with most of its technical features descended directly from that of the Zwickau-developed DKW F9 prototype of 1938. Fortunately in 1938, the front-wheel drive DKW design had been an innovative one. The Auto Union’s 981-cc two-stroke three-cylinder engine was available in various states of tune. After 1960, advertised power in the saloon versions was increased to 50 bhp. Power was delivered via a four-speed manual gearbox, controlled using a column-mounted lever. The electrical system was a six-volt one, which by this time was beginning to look old fashioned. In 1961, the so-called Clean Oil Regulator “Frischölautomatik” was introduced, a system incorporating a separate oil tank and pump to dispense the oil, which in a two-stroke engine, is mixed with the fuel ahead of combustion. The stated purpose was to reduce the characteristic blue smoke emission for which the car was known. This was to be achieved by ensuring that oil was introduced in exactly the correct 1:40 proportion to the fuel, and the device was advertised as a way to improve engine longevity. The timing of this innovation proved unfortunate as the winter of 1962-63 was an exceptionally cold one in Europe. The Auto Union 1000 model experienced an unexpected increase in crankshaft damage because the oil, its viscosity affected by the cold weather, was unable to flow freely through the narrow feeder pipe in the carburettor. The Düsseldorf plant produced 171,008 Auto Union 1000s during the six-year model run.

Auto-Union presented the 1000 SP coupe at the 1957 Frankfurt auto show and turned the model into a convertible in 1961. Both body styles wore a shockingly Ford Thunderbird-like design. This was a relatively common and accepted practice at the time; many other companies (including Volvo and DAF) sold models that liberally borrowed styling cues from the cars meandering across America. German coachbuilder Baur manufactured 1000 SP bodies in Stuttgart and shipped them to Ingolstadt, where final assembly took place. Both variants backed up their sporty pretensions with a 980cc three-cylinder, two-stroke engine rated at 55hp. In 1959, 50 models were produced with a 1,280cc two-stroke V6 engine. This 1965 1000 SP Roadster is one of just 1440 roadsters and 5000 coupes that were built over a 6 year period starting in 1958. and this would be last open-topped model until the Audi 80 Cabriolet of 1994.

The first million selling Audi model was the B1 model Audi 80, which was launched in 1972. This car shared its underpinnings with the VW Passat, and proved very popular for those who wanted a well finished medium sized car, even if in 1.3 litre LS guise, as this car is, it now appears ever so basic. It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an “Audi 80”), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus (Ford Cortina in the UK), as well as more upmarket offerings including the Alfa Romeo Alfetta and Triumph Dolomite. The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership – Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the “bastard”, owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine. The B1 was a clean break from the Auto Union era, being equipped with a range of brand new 1.3- and 1.5-litre SOHC inline-four petrol engines – the first appearance of the now legendary EA827 series of engines, whose descendants are still used in VW Group vehicles to the present day. The internal combustion engines were available in various rated power outputs. The 1.3-litre engines were rated at 55 PS (54 bhp) and 60 PS (59 bhp). The 1.5-litre at 75 PS (74 bhp) and 85 PS (84 bhp). On the home market, two- and four- door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only). In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6-litre engine rated at 100 PS (99 bhp). Audi’s design and development efforts paid off during the 1973 European Car of the Year competition where the 80 won ahead of the Renault 5 and the Alfa Romeo Alfetta. In certain markets a five-door “Avant”, effectively a rebadged Volkswagen Passat with Audi front panels, appeared in mid-1975. A facelift in autumn 1976 brought about a revised front end in the style of the newly introduced Audi 100 C2 with square instead of round headlights, 1.6- instead of 1.5-litre engines (still of 75/85 PS) and a new 80 GTE model with a fuel-injected version of the 1.6-litre (110 PS (108 bhp)) replacing the former 80 GT. The B1 was replaced by the B2 in the autumn of 1978.

There were a couple of examples of the second generation 80 here, an original and a facelifted car. This version 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. 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. Seen here was an 80 Sport, a rare sighting in the UK these days, as well as an 80CD.

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.

In October 1988, a second generation three-door Coupé was introduced in Europe. This generation is known internally as the Typ 8B and is basically a Typ 89 saloon with a modified rear suspension and a new front suspension system which previewed what was to come in the B4 Audi 80. When introduced it was only available with either the ten- or twenty-valve 2.3E engine, which was later joined by the 113 bhp and a number of other versions. In February 1989 a 20-valve version of the 2.0-litre five-cylinder engine went on sale in Italy. This was the only version of the Coupé sold in Italy, where cars of over two liters suffer a high tax penalty. It was not offered anywhere besides Italy and Portugal as it was never fitted with a catalytic converter. The engine produces 158 and this model was built until July 1991. Another export-market special built during the same period was an uncatalyzed, fuel injected 112 PS 1.8-litre inline-four. A naturally aspirated, 134 bhp 2.2E was also sold in some markets until late 1991, including the United Kingdom and Spain. In September 1990 the sporty S2 Coupé was introduced, followed one year later by a more luxury-oriented 2.8-litre V6 version. The Coupé received similar updates to the B4 Audi 80 and remained in production until December 1996. The Coupé did not have a direct replacement but was effectively succeeded by the first-generation Audi TT coupé (and roadster), sold between 1998 and 2006.

Also from the B3 family was the 80 Cabriolet. This version was planned from the beginning but did not appear until May 1991 as the Audi Cabriolet. This model remained in production until 2000 and was optically aligned with the B4 Audi 80 from its introduction. It was offered with a variety of engines. The car proved popular.

Very rare these days is the Audi V8 (Typ 4C), a four-door, full-size luxury sedan, built by Audi in Germany from 1988 to 1993, as the company’s flagship model. It was the first car from Audi to use a V8 engine, and also the first Audi to combine a quattro system with an automatic transmission. Early cars used 3.6-litre V8s, while later cars featured a 4.2-litre version of the engine. Standard features for the Audi V8 included a 32-valve, double overhead camshaft (DOHC) V8 engine and a four-speed electronically controlled ZF 4HP24A automatic transmission providing Audi’s quattro permanent four-wheel drive system. A five-speed (later in production six-speed) manual transmission was also available. The Audi V8 had a galvanised steel body, with a 10-year anti-perforation warranty (against corrosion). The Audi V8 was specifically designed to be a top of the range ‘flagship’ car and included a number of luxury features as standard equipment, including leather seating and Audi’s quattro all wheel drive system. The Audi V8 created a new elevated image for the company, providing a viable alternative to established competitors such as Mercedes-Benz.[8] In this regard, the car was a cornerstone in developing the history of the Audi marque as it is today. The styling of the Audi V8 resembled the Typ 44 Audi 100 and 200 models, and was based on a stretched version of the Volkswagen Group C3 automobile platform, known either as the D1 or D11 platform. The Audi V8 differed from the Audi 100/200 with a unique grille attached to the hood, new bumpers and headlights, all-red tail lamps, extended wheelbase, wider track, pronounced fenders, and a completely different interior. Furthermore, only alloy wheels were offered, ranging from 15 to 17 inches. In addition to the standard-length model, there was also a long wheelbase (LWB), (‘Lang’ in German) version of the V8. It was assembled at Steyr-Daimler-Puch factory in Graz (see production figures). This tradition would continue with the A8, offered in “A8L” format. A one-off experimental Avant version was built for the wife of former Audi CEO Ferdinand Piech. Production ceased in November 1993, although sales of completed vehicles continued in 1994. It was replaced by the Audi A8 in 1994.

Audi introduced the S8 4.2 quattro into the European market in 1996. The S8 followed the naming convention of other high-performance Audi “S” models such as the Audi A6-derived S6 and was similar in vein of Mercedes-Benz AMG models. In some markets such as the UK, the S8 was only available with the automatic transmission. Cosmetically, Audi differentiated the S8 from the A8 with solid aluminium alloy door mirror housings, chrome-effect beltline and lower front grille trim, and polished twin exhaust pipes, along with subtle “S8” badging. 14-way power adjustable and heated sports front seats with memory function were fitted as were heated rear seats. Standard alloy wheels were 18-inch cast aluminium alloy “Avus” six-spoke style. After the 1999 facelift, 20-inch polished nine-spoke RS wheels became an option. In 2002, 18-inch nine-spoke RS wheels became a no-cost option. At the same time of the A8’s facelift in late 1999, the S8 received the same cosmetic upgrades. This update marked the release of the S8 to the North American market. Production of the D2 series S8 ended in September 2002. The D2 series S8 featured an uprated, 335 bhp version of the 4.2-litre V8 with four valves per cylinder. From late 1999, Audi increased this to five valves per cylinder with power increased to 355 bhp and 430 Nm (317 lb⋅ft). From launch in 1996, European-market models came standard with a six-speed manual transmission. A sports-recalibrated version of the ZF 5HP24 five-speed tiptronic automatic, featuring “Dynamic Shift Programme” (DSP) was released a year later and was the only transmission available in most other markets. A retuned, 20-millimetre (0.8 in) lowered sports suspension included a 30 percent stiffer spring rate and 40 percent more compression damping in the shock absorbers. Speed-sensitive “servotronic” power assisted steering was also standard. The brakes featured Bosch 5.3 anti-lock braking system (ABS), with electronic brakeforce distribution (EBD), and worked radially ventilated front discs. From 2002, an upgraded Bosch 5.7 electronic stability programme became standard fitment. Production ceased when the next generation A8 family was launched in late 2002.

AUSTIN

There were several examples of the popular Seven here, and they were each very different. Herbert Austin’s masterpiece which did much to put Britain on wheels in the 1920s was first seen in 1922, as a four seat open tourer. Nicknamed Chummy, the first 100 featured a 696cc four cylinder engine, which was quickly upgraded to the 747cc unit that remained until the end of production some 17 years later. The first cars had an upright edge to the doors and a sloping windscreen, but from 1924, the screen became upright and there was a sloping edge to the doors, as well as a slightly longer body. Stronger brakes came along in 1926, along with a slightly taller nickel-plated radiator grille, conventional coil ignition, a more spacious body and wider doors. An even longer and wider body arrived in 1930, as well as a stronger crankshaft and improvements to the brakes which coupled front and rear systems together so they both worked by the footbrake. In 1931 the body was restyled , with a thin ribbon-style radiator and by 1932 there was a four speed gearbox to replace the earlier three-speeder. 1933 saw the introduction of the Ruby, a car that looked more modern with its cowled radiator. There were also Pearl and Opal versions. Development continued, so in 1937 there was a move to crankshaft shell bearings in place of the white metal previously used, and the Big Seven appeared. The last Seven was made in 1939, by which time 290,000 had been produced. Aside from saloons and tourers, there had been vans and sports derivatives like the Le Mans, the supercharged Ulster and the rather cheaper Nippy. Around 11,000 Sevens survive today, and seen here on the Owners Club stand were a number of different versions.

Sitting above it in the range was the Ten, 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 mph.

At the other end of Austin’s range were the large and luxurious cars that look quite imposing even now. This is the Austin Sixteen Light Six, is a model which was announced in October 1927, with first deliveries taking place in March 1928. To distinguish the car from the smaller engined models in the range a plated Austin Six script was fixed to the radiator grille. This was an upper- medium sized saloon sitting within Austin’s range above the Seven and Twelve models but still much smaller than the 3.6 Litre Twenty. The six-cylinder engine was new but had similarities to the engine fitted to the Twenty with its timing chain at the rear of the block. The design was up to date with the gearbox mounted in-unit with the engine and semi elliptic springs all round for the suspension. Triplex safety glass was fitted to all front screens from March 1929. A wide range of body types was available at first but was simplified over the years. The coupés went first in 1930 followed by the Weymann type fabric saloons in 1931. In August 1933 various improvements were announced for 1934 models. The gearbox gained synchromesh on 3rd and 4th gears and an alternative larger (2511 cc) 18 hp engine was made available at no extra charge. An early automatic gearbox was available between 1934 and 1936 but few sold. A longer 120 inch wheelbase chassis became an option. Further upgrades were made in 1935. The body range was simplified and now had only the 5 and 7 seat saloons. Externally the most obvious change was to the radiator surround which was painted body colour rather than chrome plated, and a small external boot was added to the rear which contained the spare wheel. Synchromesh was added to second gear. The larger engine was modified to have only four rather than eight main bearings. In 1937, the last year this car was made, the smaller engined Sixteen was dropped and pressed steel road wheels replaced the previously fitted wire wheels. Between 1935 and 1937 12,731 were produced.

The first all new product from Austin after the war was the A40, which was launched in 1947, as the Dorset (a two door) and Devon (four door saloon). Taking some of their componentry from the pre-war Austin Eight, there was much that was all new in these cars, and sales of the Devon were strong, mostly in export markets. A range of light commercial versions were offered as well, the GV2 Panel Van, GQU2 Pickup and GK Countryman Estate car. The very early GV2 vans, introduced soon after the Devon and the Dorset were obviously based on the saloon, but in fact shared only some parts with it. The doors were the same pressings, although had different interior and exterior trim. The front end panelwork was derived from the saloon, although the front wings had larger apertures to accommodate the 17″ van wheels. The wheels were also much sturdier in design when compared to the 16″ rims fitted to the saloon. The rear bodywork was formed in aluminium, and there was a fabric centre panel in the roof. Removable rear spats covered the rear wheels, a feature shared with the pickup and van-based Countryman estate car. The grille was the mazak/chrome item found on the saloon, and the chassis and running gear, with its hydra-mechanical braking arrangement, were also shared (albeit with revised gear ratios). Early vans and cars had 5″ headlamps, but this would soon switch to Lucas 7″ units, and separate sidelights. At first glance, the A40 van seemed to change little throughout its production, a run that continued long after the contemporary Devon and Somerset saloons ceased, but in detail barely a year went by without some change being introduced by BMC, to improve the van and maintain its competitiveness. It was early in 1951 when the first batch of obvious changes were made. Most evident was a switch to a new grille assembly, painted instead of chrome. Early vans had smooth bonnets, although due to issues with cooling, extra vents were soon let in to the leading edge of the bonnet. By now the rear bodywork was in steel, including the roof panel, but still featuring separate aluminium rear wheel spats. The switch from the Devon-style dashboard to a simpler painted dash also occurred at around this time. These vans were known as the GV3 series. Late in 1951 the Devon saloon underwent a number of revisions, including a switch to a column gearchange, and hydraulic braking to all four wheels. The 17″ wheels were modified slightly, to accommodate wider brake drums, meaning that wheels for earlier vans are not interchangeable with later examples. The revised GV4 commercials followed many of the changes introduced to the saloon, in preparation for the introduction of the Somerset-type running gear due in 1952. This would be the year that the A40 Devon saloon was replaced, yet the light commercials remained in production, alongside the Somerset saloon, for many years to come. By 1953 the A40’s rear bodywork would see another update, this time integrating the rear arches into the main body of the vehicle, at the same time improving access for wheel changing. The final GV5 series van, introduced in September 1954, continued in production, alongside the new A40/A50 Cambridges, right up to 1957, meaning that the A40 vans stayed in production for ten years. Over 78,000 vans were produced, as well as 61,800 pickups and 26,500 Countryman estates. As with all light commercials, these 1/2 ton vans usually got a real hammering in the hands of the many different tradesmen that bought the 10cwt Austin van. As a result, survivors are distinctly rare on the ground, so it was nice to see these well presented examples.

The first Austin Princess A120 was launched in 1947 as the most expensive flagship model in the Austin range at the same time as the A110 Austin Sheerline (designed during the war) which body was built on the same chassis at Longbridge, the A110 produced 10 less horsepower being fitted with a single carburettor. Both cars always had bodies that were massive and heavy in appearance. The Princess (model code A120) featured a body by the coachbuilder Vanden Plas and was a large saloon or limousine. The car was offered with two distinct interiors. The “DM” or limousine type had a sliding glass partition between the driver and rear passengers plus picnic tables, and the “DS” was the saloon. The saloons were successful as a top-executive car, many Princesses (and Sheerlines, for that matter) were bought for civic ceremonial duties or by hire companies as limousines for hire. The standard saloon weighed almost two tons, was 16 ft 9 inches long and 6 feet 1¼ inches wide on a 10-foot 1¼-inch (the short) wheelbase. The Princess model was updated over the years through Mark I (A120), Mark II (A135) and Mark III versions, the largest variation being the introduction of the long-wheelbase version in 1952 with a longer body and seven seats: apart from that the bodywork and running gear hardly changed, nor did the 4-litre straight-6 engine. The radiator was fairly upright in old-fashioned style and the car had separate front wings, but these cars were always more modern in style than the equivalent-sized Bentley or Rolls-Royce and, for the saloon, the price was little more than two-thirds of the Rolls-Royce. From August 1957 the Austin part of the badging was dropped so it could be sold by Nuffield dealerships. From May 1960, the Vanden Plas name was added in front of “Princess”.

Rather different was the Metropolitan, one of which was on show here. Designed in the U.S. and patterned from a concept car, the NXI (Nash Experimental International), that was built by Detroit-based independent designer William J. Flajole for Nash-Kelvinator, this was designed as the second car in a two car family, for “Mom taking the kids to school or shopping or for Dad to drive to the railroad station to ride to work”. This “commuter/shopping car” bore a resemblance to the big Nash models of the era, but the scale was tiny as the Met’s wheelbase was shorter than a Volkswagen Beetle’s. The NXI design study had incorporated many innovative features, and attempted to make use of interchangeable front and rear components (the symmetrical door skins were the only interchangeable items that made it into production). Although more complex, the new vehicle also incorporated Nash’s advanced single-unit monocoque construction. It had been displayed at a number of “surviews” (survey/previews), commencing on 4 January 1950 at the Waldorf-Astoria Hotel, New York, to gauge the reaction of the American motoring public to a car of this size, the results of which convinced Nash that there was indeed a market for such a car, if it could be built at a competitive price. A series of prototypes followed that incorporated many of the improvements requested, including roll-up glass side windows, a more powerful engine, and a column-mounted gearlever with bench seat (rather than bucket-type seats with floor change of the concept car). The model was named NKI (for Nash-Kelvinator International), and it featured revised styling incorporating a hood blister and rear wheel cutouts. Nash was positioning this new product for the emerging postwar market for “personal use” autos, and also saw it as a means of Nash to overseas markets. However, Mason and Nash management calculated that it would not be viable to build such a car from scratch in the U.S. because the tooling costs would have been prohibitive. The only cost-effective option was to build overseas using existing mechanical components (engine, transmission, rear end, suspension, brakes, electrical), leaving only the tooling cost for body panels and other unique components. Nash Motors negotiated with several European companies, and on October 5, 1952, announced that they had selected the Austin Motor Company (by then part of BMC) and Fisher & Ludlow (which also became part of BMC in September 1953, later operating under the name Pressed Steel Fisher), both based in Birmingham and vicinity. Fisher & Ludlow would produce the bodywork, while the mechanicals would be provided, as well as final assembly undertaken, by the Austin Motor Company. This was the first time an American-designed car, to be exclusively marketed in North America, had been entirely built in Europe. It became a captive import – a foreign-built vehicle sold and serviced by Nash (and later by American Motors) through its dealer distribution system. It is believed that the first pre-production prototype was completed by Austin on December 2, 1952. In all, five pre-production prototypes were built by Austin Motors and tested prior to the start of production. The total tooling cost amounted to US$1,018,475.94, which was a fraction of the tooling cost for a totally U.S.-built vehicle. The styling for all Nash vehicles at that time was an amalgam of designs from Pininfarina of Italy and the in-house Nash design team. The different models from Ambassador down to the Metropolitan utilised very similar design features (fully enclosed front wheels, notched “pillow” style door pressing, bar style grille etc.). Whilst Nash used the fact that styling was by Pininfarina in their advertising for their larger models, Pininfarina refused to allow his name to be associated with the Metropolitan as he felt it would damage his reputation with other Italian car companies to be linked to such a small car. The new Metropolitan was made in two body designs: convertible and hardtop. All came with several standard features that were optional on most cars of the era. Among these factory-installed benefits for customers were a map light, electric wipers, a cigar lighter, and even a “continental-type” rear-mounted spare tyre with cover. To give a “luxury” image to the interior, “Bedford cord” upholstery trimmed with leather was used (similar to larger Nash vehicles). An AM radio, “Weather Eye” heater, and whitewall tyres were offered as optional extras for the U.S. market. (It is unlikely that a Metropolitan could have been purchased without a heater and radio, as all vehicles left the factory with both items fitted.) The cars were small, with an 85 in wheelbase, an overall length of just 149.5 in and a gross weight of only 1,785 lb for the Convertible and 1,825 lb for the Hardtop, thus making the Metropolitan smaller than the Volkswagen Beetle. Power came from an OHV 1,200 cc straight-4 Austin ‘A40′ series engine as used in the Austin A40 Devon/Dorset) driving the rear wheels through a three-speed manual transmission. The new model was initially to be called the “NKI Custom”, but the name was changed to “Metropolitan” just two months before its public release. New chrome nameplates with the “Metropolitan” name were made to fit into the same holes as the “NKI Custom” script on the passenger side front fender. Nash dealers had to rebadge the early cars that came with the “NKI Custom” name, but some factory manuals had already been prepared and distributed to service departments with the NKI name. Initial reviews of the Metropolitan were mixed. However, owners of the cars reported that the “Metropolitan is a good thing in a small package”. Automotive industry veteran and the largest publisher of automotive books at the time, Floyd Clymer, took several Metropolitans through his tests. He “abused” a 1954 Metropolitan convertible and “got the surprise of my life” with its “performance was far better than I expected”, that he “felt very safe in the car”, and that “it may well be that Nash has started a new trend in American motoring. Perhaps the public is now getting ready to accept a small car”. Clymer also took a 1957 Metropolitan hardtop through a gruelling 2,912 mi road test that even took him 14,100 ft up Pikes Peak. He summed up his experience that “I can not praise the Metropolitan too highly. It is a fascinating little car to drive, its performance is far better than one would expect, and the ride is likewise more than expected”. It was not all good, of course, with Motor Trend magazine describing the backseat as “a joke”. Performance, whilst pedestrian by today’s standards, with a 0 to 60 mph time over 19.3 seconds and a top speed in excess of 70 mph was far better that of the rival VW, but at 60 mph, a common American cruising speed at the time, the Metropolitan was revving at 4300 rpm, which shortened engine life, whereas the Volkswagen could travel at the same speed at only 3000 rpm. Road & Track ’​s testers also said that the car had “more than its share of roll and wallow on corners” and there was “little seat-of-the-pants security when the rear end takes its time getting back in line.” The lack of any form of opening for the boot also attracted plenty of complaints. Production at Austin’s Longbridge factory started in October 1953. The initial order was for 10,000 units, with an option to increase the order if sales were sufficient. The first examples badged as Nash went on sale on March 19, 1954 in the U.S. and Canada. Autocar said that “at a production rate of less than 400 cars a week … it was hardly going to be a runaway best seller.” In surveys, Americans had affirmed a desire for economy cars, but in practice they bought the Metropolitan in relatively small numbers. Although Nash merged with Hudson in 1954, and marketed the car as a Hudson Metropolitan in 1955, “demand never took off from the original level”, primarily because the Metropolitan was slow by North American standards. In the first month of sales, 862 Metropolitans were sold in U.S. and Canada, while in the first six months a total of 7,042 were sold. A further order was placed with Austin. After the first 10,000 cars were built, the engine was changed to a B-Series, but still of 1,200 cc, as used in the Austin A40 Cambridge. Other modifications that were incorporated at this time were a new gearbox, and hydraulic actuation for the clutch. The change to a new engine and gearbox added 50 lb to the weight. November 1955 saw the start of Metropolitan Series III (NK3) production. A redesign at this time saw the Metropolitan’s B-Series engine increased in capacity to 1,498 cc, as used in the Austin A50 Cambridge. Polished stainless steel sweep-spears on the body sides allowed a new two-tone finish to be incorporated, which had the cosmetic effect of lowering, slimming and lengthening the car. The grille was also redesigned, and the bonnet had its non-functional hood scoop removed. American Motors changed the designation to “Metropolitan 1500” to differentiate it from the earlier 1,200 cc models. The interior was also changed to incorporate a “houndstooth” check material for the seats trimmed with white vinyl. The dashboard was also now painted black, rather than the body color as was the case for Series I and II Metropolitans. In September 1957, AMC announced that it was dropping the Nash and Hudson brand names. The Metropolitan was subsequently marketed under the “Metropolitan” name only, and sold through Rambler dealers. January 1959 saw the start of Metropolitan Series IV (NK4) production. This major redesign saw the addition of an external bootlid, at last. By this time, the engine had been upgraded by increasing the compression ratio from 7.2:1 to 8.3:1 giving an output of 55 bhp, as used in the Austin A55 Cambridge). The additional features added 15 lb (6.8 kg) to the weight. Sales rose to 22,209 units in 1959, the Metropolitan’s best-selling year, promoting it to second place behind Volkswagen in sales of cars imported to the U.S. American Motors’ advertising made much of this ranking, while omitting mention that the Volkswagen outsold the Metropolitan by 5½ to 1. Production ceased in April 1961, though sales of the existing inventory continued until March 1962. Approximately 95,000 Metropolitans were sold in the United States and Canada, making it one of the top-selling cars to be imported into those countries at the time, and its sales in 1959 helped to spur the introduction of the Big Three’s (General Motors, Ford, and Chrysler) new compact models. In October 1956, Austin obtained permission from American Motors to sell the Metropolitans in overseas countries where AMC did not have a presence. The early brochures for the Austin Metropolitans used a reversed photograph to show an apparently right hand drive (RHD) car parked in an English country town because only left hand drive vehicles were available at the time the photos were taken. From December 1956, production of Austin Metropolitans began, and from April 2, 1957, approximately 9,400 additional units were sold in overseas markets that included the United Kingdom. List prices for the UK Series III models were £713 17s 0d for the Hardtop and £725 2s 0d for the Convertible. An estimated 1,200 Metropolitans were sold in the UK in four years, though some have claimed far more than this were sold here. Markedly American, the styling was considered outlandish compared with the more sober British-styled models in the British Motor Corporation lineup. Only Series III and Series IV Metropolitans were produced for sale in the UK. UK Series III sales ran from April 1957 to February 1959. Series IV models, were sold from September 1960 to February 1961. The Metropolitan was not available for UK sales between February 1959 and September 1960, since all production during that time was for US & Canadian dealers. When sales in the UK resumed they were sold through Austin dealers at listed prices of £707 6s 8d for the Hardtop and £732 2s 6d for the Convertible. Austin was dropped from the name, which now became simply “Metropolitan”, and the cars carried no Austin badges although they had Austin Company chassis plates. Despite this the car remained known, by trade and public alike, as the Austin Metropolitan. In May 1960, Car Mart Ltd. (a large Austin dealership in London) presented Princess Margaret with a specially prepared Metropolitan finished in black with gold trim and gold leather interior as a wedding present. It was stolen in London in February 1961.

The ADO17, launched initially as the Austin 1800, in October 1964, was the third of a trio of cars masterminded by Issigonis which espoused his basic beliefs of space efficiency and no undue fripperies. He often said that it was the car of which he was most proud. The market took a different view. One problem was that it was half a class larger than the most obvious rivals, such as the Ford Cortina and Vauxhall Victor, which meant that instead of replacing the Austin Cambridge, as originally intended, it ended up supplementing it in the range. Undeniably spacious, within a very compact footprint, the car was also rather basic looking inside, with a thin ribbon speedo set in a very narrow strip of dashboard, with a full width parcel shelf underneath (with an awkward umbrella handbrake sprouting somewhere to the left of the column. A Morris version, identical bar the badging arrived two years later. There were none of these original cars on display this time. What were there, though were several of the Mark 2 models which were launched in 1968, with revised styling front and back, a new dash panel and the option of a twin carb 1798 cc engine from the MGB in an S version. This was a few months after the more luxurious Wolseley 18/85 had been added to the range. The Mark 3 came out in Spring 1972, and as well as further set of cosmetic changes, the newly created 6 cylinder version of the E series engine was offered in the Austin and Morris 2200 models, and was standard in the top of the range Wolseley Six. The Mark 3 was produced for 3 years until its replacement by the ADO71, the Princess. There were a number of these cars displayed, including a couple of the top of the range Wolseley 18/85.

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. What a wasted opportunity!

Without question, the rarest Austin at the event, and the one that fewest people could identify, was this rather splendid Austin Apache, one of just two such cars in the UK. The Apache is a small family car that was produced by Leykor – the South African subsidiary of BL – between November 1971 and 1978. The Spanish manufacturer Authi also built a version of the car, called the Austin Victoria, at its Pamplona plant between 1972 and 1975. The car was styled by Michelotti, and based on the chassis and various other components of the Austin/Morris 1100. Leykor executives saw Michelotti’s prototype in England and chose it for production in South Africa, where ADO16 sales had been dropping. While the car’s centre structure was that of the Austin/Morris 1100, its front and rear styling was all-new, styled (particularly at the rear, where the boot was a notchback) to resemble a scaled-down Triumph 2000/2500. The tail lights, and outer sections of the rear bumper were the same as those used by the Triumph 2000/2500. In 1973 the Apache received a minor facelift, introducing proper CV joints, round Smiths gauges and a rod linkage for the gear shift. Originally, the ADO16 used rubber drive joints, a strip speedometer, and a remote extension gear lever. Also in 1973, the sporty TC model was added to the lineup. Power was up to 75 PS at 5,800 rpm, compared to 63 PS at 5,250 rpm for the ‘cooking’ versions. The TC also received Rostyle rims, vinyl roof, a rev counter, and a sporty steering wheel. All versions of the Apache and Victoria used the 1,275 cc version of BMC’s venerable A-series four-cylinder, with a variety of outputs. Just under 22,000 units were built. This car has been in the UK for some time, though it is only recently that it has started to appear at events.

What can be said about the Allegro that has not already been aired? Codenamed ADO67, the car was launched on 15th May 1973, as a replacement for the ADO16 range, which had for many years been Britain’s best seller. A BL management who managed to combine arrogance with naivete and a certain lack of vision confidently asserted that the Allegro would continue in this position at the top of the sales charts. It did not. Build quality of the early cars was random, and frequently plain unacceptable, and despite being bigger than the car that it replaced, there was no more space in it. But the Series 2 models, which arrived in the Autumn of 1975 fixed that offering up to 6″ more legroom, and with better quality trim, and a conventional round steering wheel rather than the unusual Quartic one of the launch cars, the reality is that the Allegro was rather better than its reputation then (and now) would suggest. For sure, it was somewhat outclassed by the VW Golf, but that was considerably more costly model for model, but there were several aspects where it could match or beat an Escort or a Viva. The E series engined 1500 and 1750 cars, with standard 5 speed gearboxes were never as popular as imagined, the market not really being ready for the idea of a large engined small car, but anyone who did buy a 1750SS or the later HL had a very brisk car indeed on their hands. By the late 70s, with a whole slew of much newer models on offer from every single competitor, the car, although better built and with a nicer interior finish, was simply too old fashioned for most people. It is testament to marketing and the skills of the dealers that the car continued to sell into the Eighties in the volumes that it did. One of those dealers was a young and enthusiastic chap called Colin Corke. These days he is the Vicar of Longbridge, and still a great enthusiast for this model (and other BL cars, which we will come to later in this report). His beautifully presented early 1100DL was on show. There was also a rare surviving Equipe.

29th March 1975 was the launch date for the ADO71. The cars had been eagerly awaited, as a replacement for the venerable “Land Crab”. 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.

“A British car to beat the world”. So read the billboards when the Austin Metro was revealed in October 1980. We had waited a long time for this car. There were many false starts, with thoughts first turning to how to replace the Mini going back to the late 1960s, but for various reasons, every effort had been cancelled. Fortunately, that extended to the ADO88 prototype which got to quite an advanced state of development in 1978, but which received less than favourable feedback at customer clinics. A hasty redesign was conducted. Despite carrying over the A Series engines, albeit in modified A+ guise, as BL had nothing else suitable an no money to develop an alternative, and that meant the 4 speed in-sump gearbox came with it, the little Metro has an immediate hit. It looked good, with pert, modern looks, and with a large hatchback, and some innovative ideas on how to maximise the use of space, this was a roomy car that Britain could indeed be proud of. That a young lady who came to prominence in the months following launch, the future Princess Diana, could be seen driving around in one probably helped still further. Five models were available at launch: 1.0, 1.0L, the economy-oriented 1.0 HLE, 1.3S and 1.3 HLS, and the cars were available in a wide range of bright and attractive colours, including a greater percentage of metallic paints than were typically offered to buyers of cars in this class. My parents bought a 1.0L in the summer of 1983, as a replacement for our Mini, and the car was a massive improvement in just about every respect. Unlike previous BL cars, this model was not dogged with build quality and reliability issues, though, sadly it did have the same propensity to rust as they did, but it took several years before that would become obvious. Before that happened, the range was expanded with the introduction of cheaper City and City X models, a top spec Vanden Plas and then the sporting MG version. There was a lot of angst about this last one, as the purists all bemoaned the fact that it was not a “real” MG, as it was a family hatchback not a sports car (conveniently ignoring the MG 1100/1300 saloons of the 1960s), but ti soon became apparent that this little car was a blast to drive, and something quite special with its red trim, including red seat belts and a liberal splashing of octagon logos around the car. A wilder Turbo model followed at the end of 1982, reflecting the craze for every manufacturer to bolt one on to every car that they could find to create a series of often rather unruly and lag-prone but fast machines. Although a lot of work was done in the mid 80s on developing what should have been another world class replacement (the AR6, the prototype for which is also hidden away at Gaydon), a lack of funds meant that for the next 7 years, all that happened was a lot of tweaking of the the trim, and specification and the incorporation of a pair of rear doors to create a 5 door model. This was at a time when the competition stood far from still, with the Fiat Uno and Peugeot 205 upping the ante in early 1983, Vauxhall joining the fray with the Nova mid year, a facelifted Fiesta with a five speed gearbox arriving later that year, a new Renault R5 the following year, along with several Japanese rivals coming out every 4 years. It all made the Metro look increasingly elderly, and also small, compared to all its rivals. There were several Metro models here, including a rare 310 Van which had been used by one of the Utility companies on the south coast early in its life.

In the late 70s, it was the D-Segment that mattered more than anything else in the UK. Britain’s best seller, the Ford Cortina had in excess of 10% of the entire UK car market. BL had no serious rival, offering the Marina, and subsequent Ital, that were conceived as hasty stop-gaps in the early 70s and forced to live on long beyond their reasonable model life. After the cancellation of ADO77, a conventional four door saloon that was more like a revamped Marina than a truly modern family car, the next set of plans called for a 3 box version of the Maestro. As that car was half a class smaller than the Cortina and Cavalier, that would have been a difficult strategy, and fortunately, a change of management in the early 80s saw it as such and the LM11 car that was then being developed both grew in size, and also underwent some very late styling changes as new designer Roy Axe was somewhat aghast at what had been planned. The result was the Montego, launched in late April 1984. Aimed directly at the Sierra and Cavalier, this 3 box saloon came with the new S Series 1600cc and familiar O Series 2 litre engine in 5 trim levels, priced to take on its rivals head on. Sales projections once again were somewhat optimistic, but the Montego quickly reached the Top 10 list, and many would tell you that the car was actually “better” than its Ford or GM rivals in many respects. A capacious Estate model was added to the range in the autumn of 1984. My father bought one the following summer. He did nearly 100,000 miles in it, before it was sold and then I used to see it driving around Cheltenham, as a taxi, for several years, so I am guessing that it probably did around a quarter of a million miles. Some people had problems with their cars, but it seemed to be down to luck whether you got a bad one or not. My first company car was a 1.6L model, in Targa Red, chosen not just because of the good experience from my father’s car., but because by this time it had a standard five speed gearbox when the Ford and Vauxhall did not. I was so impressed with mine and the improvements made in 1988 when a new and very plush interior was put in the car, along with the substitution of the VW gearbox for a Honda one on the 1600cc models, that I ordered another one in early 1990. By this stage, of course, it was not fashionable to like the car at all, but the reality is that whilst not exciting, except in the MG and MG Turbo guises which I coveted but could not afford, this was a practical and roomy car.

AUSTIN-HEALEY

There were plenty of 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.

The Mark II to Mark IV were all very similar and represented the evolution of the model throughout the 1960s, The Mark II was announced at the end of May 1961. It used the same 948 cc engine with larger twin 1 1⁄4 inch SU carburettors, increasing power to 46.5 bhp. A close-ratio gearbox was fitted. The bodywork was completely revamped, with the headlights migrating to a more conventional position in the wings, either side of a full-width grille. At the rear, styling borrowed from the soon-to-be-announced MGB gave a similarly more modern look, with the added advantages of an opening boot lid and conventional rear bumper bar. The result was a much less eccentric-looking sports car, though at the expense of some 100 lbs extra weight. It followed the MG version of the car which was introduced a couple of weeks earlier as ‘the new Midget,’ reviving a model name which had been a great success for the MG Car Company in the 1930s. The Midget was to prove more popular with the public than the Sprite and by 1972 had completely supplanted it within the BMC range. In October 1962, both Sprites and Midgets were given a long-stroke 1098 cc engine. A strengthened gearbox with Porsche (baulk-ring) synchromesh was introduced to cope with the extra power – 56 bhp. Front disc brakes were also introduced at the same time and wire wheels became an option. 31,665 Mark II Sprites were made. The Mark III Sprite was also marketed as the Mark II MG Midget – differences between the two were again restricted to minor trim detailing. Although still 1098 cc, the engine had a stronger block casting, and the size of the crankshaft main bearings was increased to two inches. A new (slightly) curved-glass windscreen was introduced with hinged quarterlights and wind-up side windows. Exterior door handles were provided for the first time, with separate door locks. Though the car could now be secured, with a soft-top roof the added protection was limited. The rear suspension was modified from quarter-elliptic to semi-elliptic leaf springs, which gave a more comfortable ride for a near-negligible weight penalty as well as providing additional axle location, the upper links fitted to the quarter-elliptic models being deleted. Though scarcely sybaritic, these changes helped the Sprite and Midget compete with the recently released Triumph Spitfire. 25,905 Mark III Sprites were made. The next upgrade was presented at the London Motor Show in October 1966. Besides receiving the larger 1275 cc engine (which disappointed enthusiasts by being in a lower state of tune than that of the Mini-Cooper ‘S’), the Mark IV and its cousin the Mark III MG Midget had several changes which were more than cosmetic. Most notable is the change from a removable convertible top, which had to be stowed in the boot, to a permanently affixed, folding top of greatly improved design, which was much easier to use. Separate brake and clutch master cylinders were fitted, as car manufacturers’ thoughts began to turn to making their products safer. For the 1970 model year cast-alloy wheels were fitted and the grille was changed to resemble that fitted to the MG Midget. 22,790 Mark IV Sprites were made. The Healey connection was discontinued in 1971, so the final 1,022 Sprites built were simply Austin Sprites

A car I’d not seen before, even in pictures, was this 1957 “XQHS” SuperSprite prototype. This was conceived as a potential car to offer more power than was available in the “Frog Eye”, as it had a Coventry Climax engine instead of the standard BMC A Series unit. and an alloy body also meant it weighed less than the standard car. Sadly the idea came to nothing and this is the only car built. It lost its 1000cc Climax engine some years ago, but its special Dunlop disc brakes are currently being overhauled and will be returned to the car presently.

BARKAS

The Barkas B 1000 is a forward control panel van made by the East German manufacturer VEB Barkas-Werke in Chemnitz (formerly known as Karl-Marx-Stadt). It was made in several different body styles: as a panel van, minibus seating eight, and pickup truck. Special-purpose vehicles based on the Barkas B 1000 were made as well. In June 1961, the production of the four-door panel van commenced, with the minibus following in spring 1964, and the pickup truck in spring 1965. With its payload of 1,000 kg, and its spacious interior, the Barkas B 1000 proved to be very durable and reliable. During its 27-year production period, it received some minor updates in 1963 and 1972, but all efforts to develop a successor failed, and there were no major design alterations for the remainder of its production. The successor Barkas B 1000-1, introduced in autumn 1989, carried over the technical design, but it was fitted with a different engine. In 1990, manufacture was sold to a Russian company, but production never was restarted.

BENTLEY

Although the traditional Bentley of the late 20s and very early 30 is usually seen with an open tourer body, a number of closed versions were produced as well, by a variety of coachbuilders who worked from the standard chassis, and this is one such. It is a 4.5 litre from 1929 and carries the name “The Grey Lady”. It will be familiar to fans of Downton Abbey and Peaky Blinders as the car has starred in both.

Oldest of the post cars was this R Type. Announced in May 1946, as the mark VI nd produced from 1946 to 1952 it was also both the first car from Rolls-Royce with all-steel coachwork and the first complete car assembled and finished at their factory. These very expensive cars were a genuine success, long-term their weakness lay in the inferior steels forced on them by government’s post-war controls. The chassis continued to be supplied to independent coachbuilders. Four-door Saloon, two-door saloon and drophead coupe models with bodies by external companies were listed by Bentley along with the Bentley-bodied saloon. This shorter wheelbase chassis and engine was a variant of the Rolls-Royce Silver Wraith of 1946 and, with the same standard steel body and a larger boot became the cautiously introduced Silver Dawn of 1949. The same extended-boot modification was made to the Mark VI body in 1952 and the result became known as the R type Bentley. As well as a car with the standard factory body, there was also one here with striking Freestone and Webb coachwork.

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. 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 was a regular S1 saloon and one of the “Chinese Eye” MPW S3 Coupe models.

The Continental GTZ is a version of the Bentley Continental GT Speed with a custom body produced in association with Italian coachbuilder Zagato, with technical partners Coventry Prototype Panels, DELVIS GmbH and PPG. The project was conceived during a discussion between Bentley Motors Limited CEO Dr. Ing. Franz Josef Paefgen and Dr. Andrea Zagato, President of Zagato at the Pebble Beach Concours d’Elegance in 2006. The vehicle was unveiled at the 2008 Geneva Motor Show and just nine were built. It is believed that just 2 of these are currently in UK.

As well as a GTC Speed from the second generation of the model, also here was the very latest Continental GT, a third generation of the car whose success has seen sales volumes of Bentley really take off.

A number of Bentley models were to be found in the Silverstone Auction. This “Chinese Eye” S Type Coupe caught my eye.

The success of the Mulsanne Turbo and Turbo R brought new life to Bentley, changing the position of the preceding 15 years where sales of the marque’s badge-engineered Rolls Royce cars had been only a very small percentage of the company’s sales. The obvious next step would be further to enhance the distinctive sporting nature of the Bentley brand and move away from a Bentley that was merely a re-badged Rolls Royce. Bentley appointed stylists John Heffernan and Ken Greenley to come up with ideas for a new, distinctive, Bentley coupé. The fibreglass mock up was displayed at the 1984 Geneva Motor Show in Rolls-Royce’s “Project 90″ concept of a future Bentley coupé. The concept was met with an enthusiastic reception, but the Project 90 design was largely shelved as the company began to work towards a replacement for the Rolls-Royce Corniche. During this process, Graham Hull, chief stylist in house at Rolls Royce, suggested the designs before the board for the Corniche, would suit a Bentley coupé better. From this point it was decided the Corniche could continue as it was, and efforts would once again be channelled into a new Bentley coupé. In 1986 Graham Hull produced a design rendering of a new Bentley coupé which became the Continental R. Based on the Rolls Royce SZ platform (which was an evolution of the SY platform), an aerodynamically shaped coupé body had been styled. John Heffernan and Ken Greenley were officially retained to complete the design of the Continental R. They had run the Automotive Design School at the Royal College of Art and headed up their own consultancy, International Automotive Design, based in Worthing, Southern England. Greenley and Heffernan liaised constantly throughout the styling process with Graham Hull. The interior was entirely the work of Graham Hull and the small in house styling team at Rolls Royce. The shape of the car was very different from the somewhat slab sided four door SZ Rolls-Royce and Bentley vehicles of the time and offered a much improved 0.37 coefficient of drag. The Continental R also featured roof-cut door frames, a necessity to allow easier access into the car which had a lower roof line than its 4-door contemporaries. A subtle spoiler effect was also a feature of the rear. The finished car is widely acknowledged as a very cleverly styled vehicle, disguising its huge dimensions (The Continental R is around 4” longer than a 2013 long wheelbase Mercedes S Class) and a very well proportioned, extremely attractive, car. The “Continental” designation recalls the Bentley Continental of the post-war period. The “R” was meant to recall the R Type Bentleys from the 1950s as well as the Turbo R of the 1980s and 90’s where the “R” refers to “roadholding”. 1504 Continental R and 350 Continental T models were made before production finally ceased in 2003. The revival of the Bentley marque following the introduction of the Bentley Mulsanne Turbo, and then the Continental R, is widely acknowledged to have saved Rolls Royce Motor cars and formed the groundwork which led to the buyout and parting of the Rolls Royce and Bentley brands in 1998. Bentley was once again capable of standing alone as a marque in its own right.

The Brooklands name reappeared, to be used on a fixed-head version of the Azure (itself related to the Bentley Arnage), featuring a two-door, four-seater pillarless hardtop coupé body, eliminating the B-pillars. It was unveiled at the 2007 Geneva Auto Show, to be built for the 2008 model year. As a hand-assembled car made in very small numbers, employing traditional coach-building techniques and craftsmanship skills in wood and leather, the Brooklands Coupé was the true successor to the discontinued Bentley Continental R and T. Planned lifetime production was limited at 550 cars, and deliveries started in the first half of 2008, with the last cars built in 2011.

BERKELEY

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 (GRP), 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 are 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. The first car was seen in 1956, the SE322. 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 (129 km/h). 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’ (see below), 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 affected as a result of these claims and the aggressive export drive to markets not familiar with the eccentricities of British sports motoring.

BMW

The Isetta is far more significant than many show-goers would realise, as without these cars, the modern BMW company simply would not exist. However, the car originated with the Italian firm of Iso SpA, and it is two of those models which were to be seen here. In the early 1950s the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso’s owner, Renzo Rivolta, decided he would like to build a small car for mass distribution. By 1952 the engineers Ermenegildo Preti and Pierluigi Raggi had designed a small car that used the motorcycle engine of the Iso Moto 200 and named it Isetta—an Italian diminutive meaning little ISO. The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. Small (only 7.5 ft long by 4.5 ft wide) and egg-shaped, with bubble-type windows, the entire front end of the car hinged outwards to allow entry. In the event of a crash, the driver and passenger were to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof. Power came from a 236 cc 9.5 hp split-single two-stroke motorcycle engine. The engine was started by a combination generator-starter known as Dynastart. A manual gearbox provided four forward speeds and reverse. A chain drive connected the gearbox to a solid rear axle with a pair of closely spaced 25 cm (10 in) rear wheels. The first prototypes had one wheel at the rear, but having a single rear wheel made the car prone to roll-overs, so the rear wheel layout was changed to two wheels set 19 in apart from each other. This narrow track eliminated the need for a differential. The front axle was a modified version of a Dubonnet independent front suspension. The Isetta took over 30 seconds to reach 50 km/h (31 mph) from rest. Top speed was only about 75 km/h (47 mph). The fuel tank held only 13 litres. However, the Isetta would get somewhere between 50 and 70 mpg depending on how it was driven. In 1954, Iso entered several Isettas in the legendary Mille Miglia where they took the top three spots in the economy classification. Over a distance of 1,600 km (1,000 mi) the drivers achieved an average speed of over 70 km/h (43 mph). In view of its maximum speed, which was just 15 km/h (9 mph) higher, this was an almost incredible figure. However, despite its initial success, the Isetta was beginning to slip in popularity at home. This was mainly due to renewed competition from Fiat with its 500C model. Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. Plants in Spain and Belgium were already assembling Isettas and Autocarros using Italian made Iso components. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well. Rivolta did not stop with licensing the Isetta to BMW. He negotiated similar deals with companies in France and Brazil. After constructing some 1,000 units, production of the Italian built cars ceased in 1955, although Iso continued to build the Isetta in Spain until 1958. In addition to the Turismo, Iso in Spain also built the Autocarro, a commercial version with full-width rear axle. The Autocarro was offered in several body styles, a flatbed pickup, enclosed truck, a tilt-bed, or even a fire engine, although some of these might not have been sold. The Autocarro was an extremely popular type of vehicle in Italy, and numerous manufacturers produced some variant of the type. Iso had previously produced a motorcycle-type Isocarro. The Iso Autocarro was larger than most, with its four-wheel layout, conventional rear axle with differential and leaf springs, and a large tubular frame. It could carry a 500 kg load. It is thought that more than 4,000 Autocarros were built and there was one of those here as well as the more often seen Turismo.

 

The BMW Car Club’s stand featured the M3, with examples of all generations, as well as one of the first examples of the latest 3 series (the G20) to reach the UK.

Oldest of BMW’s M cars here was this E30 generation M3. Produced initially purely as a homologation special, the car achieved far greater levels of interest than ever imagined, and the rest, as they say, is history. Based on the 1986 model year E30 3 Series, the car was initially available with the 2 door body and was later offered as a convertible bodies. The E30 M3 used the BMW S14 engine. The first iteration of the road car engine produced 195 PS with a catalytic converter and 200 PS without a catalytic converter in September 1989 power was increased to 215 PS with a catalytic converter. The “Evolution” model (also called “EVO2”) produced 220 PS. Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front splitter and additional rear spoiler. Later the “Sport Evolution” model production run of 600 (sometimes referred as “EVO3”) increased engine displacement to 2.5 litres and produced 238 PS. Sport Evolution models have enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. An additional 786 convertibles were also produced. The E30 M3 differed from the rest of the E30 line-up in many other ways. Although using the same basic unit-body shell as the standard E30, the M3 was equipped with 12 different and unique body panels for the purposes of improving aerodynamics, as well as “box flared” wheel-arches in the front and rear to accommodate a wider track with wider and taller wheels and tyres. The only exterior body panels the standard model 3 Series and the M3 shared were the bonnet, roof panel, sunroof, and door panels. The E30 M3 differed from the standard E30 by having a 5×120 wheel bolt pattern. The E30 M3 had increased caster angle through major front suspension changes. The M3 had specific solid rubber offset control arm bushings. It used aluminium control arms and the front strut tubes were changed to a design similar (bolt on kingpins and swaybar mounted to strut tube) to the E28 5 Series. This included carrying over the 5 series front wheel bearings and brake caliper bolt spacing. The rear suspension was a carry over from the E30. The E30 M3 had special front and rear brake calipers and rotors. It also has a special brake master cylinder. The E30 M3 had one of two Getrag 265 5-speed gearboxes. US models received an overdrive transmission while European models were outfitted with a dogleg version, with first gear being down and to the left, and fifth gear being a direct 1:1 ratio. Rear differentials installed included a 4.10:1 final-drive ratio for US models. European versions were equipped with a 3.15:1 final drive ratio. All versions were clutch-type limited-slip differentials with 25% lockup. To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced. These include the Evo 1, Evo 2, and Sport Evolution, some of which featured less weight, improved aerodynamics, taller front wheel arches (Sport Evolution; to further facilitate 18-inch wheels in DTM), brake ducting, and more power. Other limited-production models (based on evolution models but featuring special paintwork and/or unique interior schemes commemorating championship wins) include the Europa, Ravaglia, Cecotto, and Europameister. Production of the original E30 M3 ended in early 1992.

In 1994, BMW produced the limited-edition M3 GT as a racing homologation special for Europe, in order to compete in the FIA-GT class II, IMSA GT and international long-distance races. A total of 356 cars were produced, all in left-hand drive for mainland Europe. The UK received a special GT trim limited to 50 cars with only the cosmetic upgrades of the homologation special. The engine was the European-specification S50B30, which was upgraded with larger camshafts and a higher compression ratio, resulting in peak power of 295 bhp at 7,100 rpm. All M3 GTs only came in one single colour, “British Racing Green”. Other changes include a deeper and adjustable front splitter, higher rear double wing, aluminium doors, wheels measuring 17 x 7.5 inches at the front and 17 x 8.5 inches at the rear, stiffer front suspension, a cross-brace and a strut brace. The M3 GT is approximately 30 kg (66 lb) lighter than the regular M3 and has a derestricted top speed of 275 km/h (171 mph).

The M3 version of the E46 3 Series was produced in coupé and convertible body styles. The E46 M3 is powered by the S54 straight-six engine and has a 0-100 km/h (62 mph) acceleration time of 5.1 seconds for the coupe, with either the manual or SMG-II transmission. The skid pad cornering results are 0.89 g for the coupe and 0.81 g for the convertible.The top speed is electronically limited to 250 km/h (155 mph). The available transmissions were a Getrag 420G 6-speed manual transmission or a SMG-II 6-speed automated manual transmission, which was based on the Getrag 420G. The SMG-II used an electrohydraulically actuated clutch and gearshifts could be selected via the gear knob or paddles mounted on the steering wheel. The SMG-II was praised for its fast shift times and racetrack performance, but some people found its shifts to be delayed and lurching in stop-start traffic. In 2005, a special edition was introduced which used several parts from the CSL. This model was called the M3 Competition Package (ZCP) in the United States and mainland Europe, and the M3 CS in the United Kingdom. Compared to the regular M3, the Competition Package includes: 19-inch BBS alloy wheels- 19″x 8″ at the front and 19″x 9.5″ at the rear; Stiffer springs (which were carried over to the regular M3 from 12/04); Faster ratio steering rack of 14.5:1 (compared with the regular M3’s ratio of 15.4:1) as per the CSL; Steering wheel from the CSL; M-track mode for the electronic stability control, as per the CSL; The CSL’s larger front brake discs (but with the regular M3 front calipers) and rear brake calipers with larger pistons; Alcantara steering wheel and handbrake covers; The engine, gearbox and other drivetrain components are the same as the standard M3. Total production of the E46 M3 was 56,133 coupes and 29,633 convertibles. The cars were assembled at the BMW Regensburg factory in Germany and production was from September 2000 until August 2006, production totalled 85,766.

More recent M3 models comprised a GTS version of the E92 generation, the still current car and the all-new (non M) 3 series saloon.

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. Seen here was a 2002 Turbo as well as a Baur Cabrio.

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.

The E60 M5 was introduced in 2004, with a V10 engine and 7-speed paddle-shift transmission linking the car with the BMW Sauber Formula One program. The E60 M5 was the world’s first production sedan to use a V10 petrol engine. This generation of the M5 was also built in the E61 Touring (wagon) body style, which was only sold in Europe. The E63/E64 M6 coupé and convertible are based on a shortened version of the M5 chassis and largely use the same mechanical components. The official 0 to 100 km/h (62 mph) acceleration figure is 4.7 seconds for the sedan, however magazine tests have recorded figures down to 4.1 seconds. The E60 M5 was the fastest 4-door sedan available at the time of its introduction. Top speed is electronically restricted to 250 km/h (155 mph) but could be raised to 305 km/h (190 mph) with the optional M-driver’s package. The M5 has recorded a Nürburgring lap time of 8:13. Upgrades over regular 5 Series models include a wider track, unique body panels, a colourful heads up display featuring navigation, control messages, speed, rpm and gear selection information, automated seat side bolsters, heated/ventilated seats and power rear curtain. The larger, flared front guards on either side also featured cooling vents, reminiscent of the 1970s BMW CSL. The wheels were of 19-inch diameter and the car has quad exhaust pipes at the rear. During its five-year production run, 20,589 units were built composing of 19,564 sedans and 1,025 Touring. The biggest market was the United States with 8,800 cars (sedans only), followed by Great Britain and Ireland with 1,776 cars and Germany with 1,647 cars.

There was also an example 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

BOND

Quite unlike the other microcars with which it was displayed was this 1948 Bond Type C.

The Bond Bug was built from 1970 to 1974. Following the purchase of Bond Cars Ltd., Reliant commissioned Tom Karen of Ogle Design to design a fun car. The Bond Bug was based on chief engineer John Crosthwaite’s newly designed chassis and some Reliant Regal running gear. The original concept was explored by chopping down a production Regal vehicle, the rear of the car being shortened to end over the rear axle. The engine is the front-mounted 700 cc (later uprated to 750 cc) Reliant light-alloy four-cylinder unit, developed from the Austin 7, and which protruded into the passenger cabin. At launch 29 bhp was claimed for the less expensive 700 and 700E models. The more up-market 700ES incorporates a redesigned cylinder head which permitted the compression ratio to be increased from 7.35:1 to 8.4:1. This provided a power increase to 31 bhp as well as improved torque for the then range-topping 700ES. The Bond Bug 700ES also offers more supportive seats as well as more padding over the engine cowl, twin mudflaps, an ashtray, a rubber front bumper and a spare wheel. The car enjoyed an upbeat launch, at which Reliant’s Ray Wiggin stated: “The fact it has three wheels is quite incidental. It’s a new form of transport. So now, in fact, we think it’s going to appeal to a much wider section of the market than we originally envisaged.” The Bug was available in a bright orange tangerine colour, although six white Bugs were produced for a Rothmans cigarette promotion – one of which was also used in an advertisement for Cape Fruit. Only three Rothmans bugs are known to exist. In contrast to the image of three-wheeled Reliants as being slow, the Bond Bug was capable of 76 mph, in excess of the UK 70 mph national speed limit, and comparable to small saloon cars such as the basic 850 cc Mini (72 mph) and the Hillman Imp (80 mph). However, it could not match the speed of the Mini Cooper S (96 mph) or larger saloons such as the Ford Cortina Mark III (104 mph). The Bond Bug was sold as being fun to drive, with the low seating position giving a similar exaggerated impression of speed as in a go-kart, while the actual speed was similar to that reached by high performance cars only a few years earlier (indeed, earlier versions of the Lotus 7 had a top speed of 76 mph/122 km/h right up until 1968, and their trim level, e.g. side curtains instead of windows, was also similar). The Bug was, however, no cheaper than more practical cars. It cost £629, while a basic 850 cc Mini, a four-seater much faster round corners but with considerably inferior acceleration, cost £620. Production ceased in 1974, after 2270 had been built. The car’s fame was helped by a distinctive Corgi Toys die-cast toy car, and it has a dedicated following today.

BORGWARD

The Borgward name – long forgotten by almost everyone – is staging a come-back, but it will be very different from the last cars to bear the name, one of which was here, an Isabella TS Coupe. Originally planned to have been marketed as the Borgward Hansa 1500 but the Isabella name was used on test vehicles and proved popular with engineering staff and media, so the production car was subsequently renamed and only the first few hundred examples were built without Isabella badging, though Hansa badging was also used through to 1957. Despite its aspirational positioning in the marketplace, the Isabella had a smaller engine (and was marginally shorter) than its immediate predecessor, the Borgward Hansa. Late in 1952, the firm had launched their six cylinder Hansa 2400 model. The larger car never found many buyers; but in 1954, it made commercial sense to keep the two models from competing too directly with each other. 11,150 Isabellas were produced in 1954, an early indicator that commercially this would be the most successful Borgward ever. The early cars enjoyed an enthusiastic reception in the market place. Unfortunately, early models were afflicted by teething troubles, reflecting a rushed development schedule, and the marketplace would later prove unforgiving as Borgward’s Stuttgart based rival, Daimler-Benz demonstrated that new models did not have to involve customers experiencing such problems. The advertised launch price of DM 7,265 was higher than that of competitor family sedans from Opel and Ford, but significantly less than Mercedes Benz was asking for their 180 model. In view of the car’s spacious cabin and impressive performance, the pricing was perceived as very competitive. The Isabella was constructed without a separate chassis, applying the monocoque technique which during the 1950s was becoming the norm. Like its predecessor, the car was designed with a modern ponton, three-box design, but the line of the Isabella was more curvaceous than that of the first Hansa, and the car’s body made greater use of chrome trim. Ground clearance was 6.9″. The Isabella featured a swing axle at the back: it was supported by coil springs on all four wheels. The four-cylinder 1493 cc engine had a claimed power output of 60 bhp, and was connected by means of a then innovative hydraulic clutch to the four speed full synchromesh gear box. Gear changes were effected by means of a column mounted lever. A road test at launch reported a maximum speed of 130 km/h (81 mph) and fuel consumption of 8.4 l/100 km. The testers described the modern structure of the car in some detail: they particularly liked the wide cabin with its large windows, and they commended the effectiveness of the brakes. The inclusion of a cigarette lighter and a clock also attracted favourable mention. Unlike the Mercedes 180 however, (and unlike its predecessor) the Isabella was only delivered with two-doors. A year after presenting the sedan, Borgward presented the Isabella estate version. Also introduced in 1955 was a two door cabriolet, known as the Isabella TS and featuring a more powerful 75 bhp tor. Production of the cabriolet was contracted to the firm Karl Deutsch in Cologne: converting an early monocoque design to a cabriolet necessitated considerable modification in order to achieve the necessary structural rigidity, and the resulting cost was reflected in a much higher selling price for this version. Initial sales volumes were not maintained. Responding to a sales decline of almost a third in 1955 and 1956, Carl Borgward decided to produce a more beautiful Isabella with a shortened roof line. The Borgward Isabella Coupé was developed, and the four hand built prototypes were well received by the press. Borgward gave one of these prototypes to his wife, Elisabeth, who would continue to drive it into the 1980s. Commercial production of the coupé, powered by the more powerful TS version of the engine first seen in the cabriolet, commenced in January 1957. The coupe appears to have achieved its marketing objective of further distancing the Isabella’s image from similarly sized competitors from Opel and Ford. By 1958, the more powerful 75 bhp TS motor had also found its way into the more upmarket Isabella sedan and estate versions. At the time of Borgward’s controversial bankruptcy in 1961, the firm carried a substantial stock of unsold Isabellas. Nevertheless, the model’s production at the Bremen plant continued until 1962, suggesting that overstocking had not been restricted to finished vehicles. By the end, 202,862 Isabellas had rolled off the Borgward production line which was nevertheless an impressive volume in the 1950s: overall, and despite being hit by falling demand in the economic slump that briefly hit Germany in the early 1960s, the car is believed to have been the firm’s most lucrative model by a very considerable margin. Borgward enjoyed a brief afterlife: the production line was sold and shipped to Mexico where later during the 1960s the P100 (Big Six) was produced. The Isabella was never produced in Mexico. Back in the German market, BMW’s stylish new 1500, launched by the Bavarians in 1961, convincingly filled the niche vacated by the Isabella, and was credited by at least one commentator with having rescued BMW itself from insolvency. In Argentina, the Isabella was manufactured from 1960 to 1963 by Dinborg, a local subsidiary of Borgward. 999 Isabellas were made in Buenos Aires.

BRISTOL

This 401 is an example of the second body design produced by Bristol Cars. The 401 model replaced the first ever Bristol model, the 400, and then 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).

The 402 was the open version of the Bristol 401 saloon produced between 1948 and 1953 by Bristol Cars, an offshoot of the Bristol Aeroplane Co.. They were the successors to the initial Bristol 400. Although mechanically the 401 and 402 used an improved version of the BMW M328 hemi-head engine and its unusual arrangement of two separate pushrods to operate the exhaust valves (necessitated by the hemispherical combustion chambers and opposite facing valves) used in the 400, the styling was a huge advance on the pre-war bodies of that first Bristol model. It was inspired by the Milanese designer, Carrozzeria Touring, and its most notable feature was that the door handles were not exposed and to open the doors the owner pressed a button into a groove in the door. The body also was more spacious than the 400 and was a full five-seater. At the front the 401 and 402 were also quite distinctive with their headlights moved quite a distance into the centre of the body on either side of the narrow grille, which resembled BMW a little less than did the 400. They were also deeply curved at the front: this, along with the then-unique door handle arrangement, is believed to give the 401 a drag coefficient of less than Cd 0.36 — competitive even by today’s standards and remarkable for the time. The engine was the same 2-litre in-line six-cylinder petrol unit of the 400, but was upgraded through improved Solex carburettors to increase power by 5 bhp to 85 bhp, which improved the performance further beyond what was achieved by the aerodynamics. The suspension is independent at the front using a transverse leaf spring and wishbones and the rigid axle at the rear uses torsion bars. Steering is by rack and pinion. The brakes are Lockheed hydraulic with 11 in (279 mm) inch drums all round. Although the 401’s production figure of 611 is still the largest of any Bristol model, the 402 is regarded as one of the rarest classics among cars of its day. In a recent survey, 13 of the 23 produced could be accounted for.

I initially assumed that this was one of the rare 406 Zagato cars, but it is not quite as simple as that. In fact this is one of four used 400 cars which were sent to Milan in the 60s by Tony Crook to be rebodied in the style of the 406 Zagato.

The Bristol Fighter is a sports car produced by Bristol Cars in small numbers from 2004 until the company suspended manufacturing in 2011. It is generally classed as a supercar. The coupé body, which features gullwing doors, was designed by former Brabham Formula One engineer Max Boxstrom and gives the car a Cd of 0.28. The car uses a front-mounted 7,996 cc V10 engine, based on the engine in the Dodge Viper and the Dodge Ram SRT-10 pick up (it was originally based on the Chrysler LA engine), but modified by Bristol to produce 525 bhp at 5,600 rpm and 525 lb⋅ft (712 N⋅m) of torque at 4,200 rpm. This is in keeping with Bristol’s use of Chrysler engines since 1961. In the more powerful Fighter S, the engine is tuned to produce 628 hp (660 hp at high speed using the ram air effect). The car’s weight is 1,600 kg (3,527 lb). The car has a six-speed manual or four-speed automatic transmission, and is rear-wheel drive. It can achieve the 0–60 mph (0–97 km/h) sprint in 4.0 seconds (claimed), and enjoys a power-to-weight ratio of 359.1 bhp/t. The car has a claimed top speed of 210 mph (340 km/h) and the driver can be 6 ft 7 in (2.0 m) tall at maximum. Although sketches and models had been publicised some time before, a complete car was first shown to the press in May 2003. The first drive by a car magazine appears to be that in the April 2005 issue of Evo magazine. It is not known exactly how many Bristol Fighters were manufactured, but the number is between 9 and 14.

BUGATTI

Building on the success of 2017 when the Bugatti Owners Club stand picked up the award for “Best Large Car Club” stand, the Bugatti Affairs Committee decided that in 2018 they would focus on the Type 57S. With space for 7 cars on the stand, it was clear that it would be unlikely to be able to get that number of 57S or 57SC cars, so the end result was a display of three 57S, a couple of examples of the regular Type 57, a Type 51A and a Type 38A.

The three 57S cars all looked very different. 57375, supplied new as a chassis to Nicky Embiricos, son of a Greek shipping magnate had the car bodied as a two seater two door roadster by Corsica. The car was entered for the 1936 Ards GP. but crashed heavily, and was rebuilt by Ramponi. It was then bought by Ronnie Symondson, who took it to Corsica and had it rebodied properly. He kept it until 1983 during which time it made more than 2000 ascents of Prescott. When he felt he could no longer drive the car it was sold to Neil Corner who still owns it. The engine develops 180 bhp, and revs to 5500rpm and even with 21 gallons of fuel on board, it can do the 0 – 60 spring in 7.8 seconds – a veritable supercar of its time!

Second car is 57482, which was bodied by Vanvooren of Courbevoie, and supplied new to a M Georges Halphen in Paris in May 1937. He did 6000km in it quite quickly but then lost interest and sold it. the car was hidden during WW2, and then exported to the US in the 1950s. It was bought by Charles A Chayne, who for some reason decided to install a Buick V8 in it. this stayed there for 40 eyars before Sam Mann fitted an engine of the correct type. It was later sold to a British buyer and Tim Dutton has done a great job in restoring it to its original appearance.

Third of the 57S cars here was 57502, the first of three Atalante bodied 57S cars sold in England. It was finished in May 1937, painted black and blue with a pigskin interior and sold to Lord Howe. After the war it changed hands several times and had a supercharger fitted. In 1955 it was bought y a Dr Carr in Newcastle who dismantled it to understand how it worked. He never drove the car after 1960 but jealously guarded the car til his death when the car was sold in 2009. It caused a frenzy, being called a “barn find”, even though it really was not! Tim Dutton has also restored this one.

The most spectacular car on the stand was this Type 57, 57159, which carries a replica body based on the Shah of Iran Vanvooren-bodied car, for amny years wrongly attributed to Figoni and Falaschi.

CADILLAC

This is a 1951 Coupe de Ville. The first all-new postwar Cadillacs arrived in 1948, sporting an aircraft-inspired look and the first tail fins on a Cadillac. Series 62 Cadillacs had a slightly shortened wheelbase, but the track width was widened by two inches, increasing interior room. However, updated drivetrains would have to wait another year and for the time being, the new Cadillacs were still powered by the same 346 CID flathead V8 used across the board since 1941, which delivered only fair performance (0-60 in 16 seconds with a top speed of 93 mph). Fuel mileage was an estimated 14 mpg highway, 10 mpg city with the Hydramatic transmission, which was rapidly becoming the norm on Cadillacs—by 1949, only 10% of Cadillacs were ordered with the 3-speed manual gearbox. Series 62 production totalled 34,213 vehicles for the 1948 model year, accounting for 68% of Cadillac’s volume. The 1948 models had been slow to get into production and did not arrive in showrooms until February 1948, consequently Cadillac produced on 50,599 total vehicles for the abbreviated model year. The new Cadillac OHV V8 was the big news for 1949, with minor trim differences otherwise. This 331 cu in (5.4 L) engine produced 160 hp and weighed 200 pounds less than the old flathead V8 in addition to being shorter and lower. The 331 V8 could also handle higher compression levels to take advantage of improved, higher octane postwar gasoline formulations. The major difference between Series 61 and Series 62 models of similar body style was minor trim variations. The higher-priced series again had grooved, front fender stone shields and bright rocker panel moldings. Chevrons below the taillights were no longer seen. The convertible was an exclusive offering. A heater was optional.[5] Sales reached a record 55,643. The Cadillac Series 62 Coupe de Ville was introduced late in the 1949 model year. Along with the Buick Roadmaster Riviera, and the Oldsmobile 98 Holiday, it was among the first pillarless hardtop coupes ever produced. At $3,496 it was only a dollar less than the Series 62 convertible, and like the convertible, it came with power windows standard. It was luxuriously trimmed, with leather upholstery and chrome ‘bows’ in the headliner to simulate the ribs of a convertible top. 55,643 Series 62 Cadillacs were produced in 1949 out of a total volume of 92,554 vehicles. For 1950, major styling changes were performed. The cars were lower and sleeker, with longer hoods, and one-piece windshields were fitted. Hydra Matic transmission was now standard. The Series 61 was again a short wheelbase model, having been reduced to 122 in (3099 mm). Sales set yet another record at 59,818. Full-length chrome rocker panels set off the 1951 model, and the Coupe de Ville was now marked with noticeably-improved trim, including Coupe de Ville script on the rear roof pillar. Sales were 81,844, or a record of over 74% of all Cadillacs sold. Popular Mechanics reported about 12-MPG at 45 mph. In 1952, to commemorate the 50th anniversary of Cadillac, the V-shaped hood and deck emblems were done as gold castings. The Series 62 sedan was also characterised by a higher rear deck lid contour. This provided additional luggage space. Back up lights were now standard equipment and were incorporated in the taillights. The grille wraparound panels were redesigned once again having broad chrome trim below each headlight with side scoop styling and gold-coloured winged emblem mounted in the centre. At the rear all Cadillacs adopted a through the bumper dual exhaust system. Deck ornamentation took the form of a Cadillac crest over a broad golden “V”. New standard features included self-winding clocks, improved direction signal indicators, glare proof mirrors, stannate treated pistons, and four barrel carburation. Engine output for the 331 was up to 190 hp. Sales fell to 70,255, but with the Series 61 out of the way, Series 62 sales accounted for a record 78% of all Cadillacs. The 1953 Series 62 saw a redesigned grille with heavier integral bumper and bumper guards, the repositioning of parking lamps directly under the headlights, chrome “eybrow” type headlamp doors, and one piece rear windows without division bars. Wheel discs were fashioned in an attractive new disced design. Series 62 bodystyles were identified by non louvered rear fenders, the use of thin bright metal underscores on the bottom rear of the cars only and the decoration of both hood and deck lid with Cadillac crests and V- shaped ornaments. The Club Coupe model disappeared. Two door Series 62 were now all hardtops (including the better equipped Coupe de Ville) or convertibles. Another familiar name appeared on 1953’s Series 62. The top of the line sub-series Eldorado was one of three specialty convertibles produced in 1953 by General Motors, the other two being the Oldsmobile 98 Fiesta and the Buick Roadmaster Skylark. The Eldorado was a limited-edition luxury convertible, and would eventually become its own series. It featured a full assortment of deluxe accessories, including wire wheels, and introduced the wraparound windshield to Cadillac standard production. Sales set a new record at 85,446.

Nearly a decade on, and the Cadillac had been redesigned a couple of times. This generation had first appeared in 1961. A new grille slanted back towards both the bumper and the hood lip, along the horizontal plane, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The revised backlight treatment had crisp angular lines with thin pillars on some models and heavier semi-blind quarter roof posts on others. De Ville models featured front series designation scripts and a lower body “skeg” trimmed with a thin, three-quarter-length spear moulding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual backup lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows and 2-way power seats. Rubberised front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. A new short-decked four-door Town Sedan hardtop appeared mid-season. A mild face lift characterised Cadillac styling trends for 1962. A flatter grille with a thicker horizontal centre bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the centre. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. The short-deck hardtop Town Sedan was moved from the De Ville series to the Series 6200, being replaced by a short-deck Park Avenue. In addition all short deck Cadillac models went from being 6-window sedans in 1961 to 4-window sedans in 1962 and 1963. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, five tubeless black wall tires, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall. De Ville sales as a separate series exceeded their sales level as a trim level for the first time ever at 71,883 units, or nearly 45% of Cadillac’s total sales. The 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body-side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. A De Ville signature script was incorporated above the lower beltline molding near the rear of the body. A total of 143 options including bucket seats with wool, leather, or nylon upholstery fabrics and wood veneer facings on dash, doors, and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 390 cu in (6.4 litre) and 325 hp. There was another facelift in 1964 and really a minor one. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V-8 were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 429 cu in (7 litre), with 340 hp available. Performance gains from the new engine showed best in the lower range, at 20 to 50 mph traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the Eldorado and the Sixty Special. A De Ville script above the lower belt moulding was continued as an identifier. This was the first year for the De Ville convertible. De Ville sales reached 110,379 units, accounting for nearly two thirds of all Cadillacs sold. The car seen here is a 1964 Sedan de Ville.

This 74 Coupe de Ville was from the last generation before the cars got a bit smaller. This body style was produced from 1971 through to 1976. With 64.3 inches front shoulder room (62.1 inches on Cadillac) and 63.4 inches rear shoulder room (64.0 inches on Cadillac) the new for 1971 full-sized GM cars set a record for interior width that would not be matched by any car until the full-size GM rear-wheel-drive models of the early to mid-1990s. The styling of the new Cadillacs bore a strong resemblance to the models they replaced, but there were differences. Pairs of individually housed squarish headlamps were set wider apart. The V-shaped grille had an eggcrate style insert and was protected by massive vertical guards framing a rectangular license plate indentation. A wide bonnet with full-length windsplints, a prominent centre crease and hidden windshield wipers was seen. A Cadillac crest decorated the nose and new indicator lamps appeared atop each front fender. A horizontal beltline moulding ran from behind the front wheel housing, almost to the rear stopping where an elliptical bulge in the body came to a point and where thin rectangular side markers were placed above and below the chrome strip. The rear wheel openings were again housed in fender skirts. Tail lamps were of the same type as before but were no longer divided by a chrome bar. Long horizontal back-up lamps were set in the bumper, on either side of a deeply recessed license plate housing. De Villes were set apart visually by thin bright metal rocker panel steps and signature script on the front fenders bearing the series name. The bottoms of the rear fenders were decorated with a bright metal beauty panel that was wider than the rocker panel strips and blended into the moulding running along the bottom of the fender skirt. The standard engine remained the 472, still rated at 375 SAE gross hp and 365 lb/ft of torque. Detailed styling changes were made every year throughout the 5 year production run, with energy absorbing bumpers appearing in 1973, a year in which sales set a new record at 216,243. 1974 saw the introduction of the optional “Air Cushion Restraint System”. Known today as airbags, this option provided protection for front seat occupants in the case of a frontal collision. One bag was located in the steering wheel, the other in the dashboard in front of the front seat passenger. The glove box was replaced with a lockable storage compartment under the dashboard. The option was unpopular and was discontinued after the 1976 model year.

Final Cadillac on show was this Ambulance conversion, of which quite a number were produced.

CHECKER

The company entered the consumer passenger car business in 1947 on a limited basis. By the late 1950s, Checker would further expand in consumer automobile market. Sales were phased in regionally across the US in 1959, starting in New York and New England. Nationally, introduction of the Checker Superba took place at the Chicago Auto Show on February 8, 1960. The dealer network continued to grow throughout the early 1960s. During this decade Checker usually managed its target volume of 6000-7000 cars a year. In 1962, production topped 8000, although most of those were taxis. Four-door sedans and station wagons (Superba and Marathon models) also were advertised to individual customers in upscale publications. The ads emphasised the durability of the Checker and the attention to quality improvements. In 1962, almost 3,000 cars were sold to individuals—20% of production—but that percentage declined to 10% in the 1970s. In 1964, the state of New York pursued Marking and Checker on antitrust charges, alleging that it controlled both the taxi service and manufacture of taxis, and thus favored itself in fulfilling orders. Rather than allow Checker drivers to begin buying different brands of cars, Markin began selling licenses in New York City. The next year, the company switched from the standard Continental engine, offering either Chevrolet 230 cu in (3.8 l) overhead-valve I6s or 283 cu in (4.64 l) small block V8s. By the 1970s the Checker cab design was several automotive generations old. As the decade started, the Checker A11 design had been in production for close to twenty years. A11 design elements could be attributed to a 1950 clay design. Some chassis components had ancestral linkage to the 1939 Model A design. Clearly, it was time for Checker to consider developing a modern taxi that would allow Checker to produce cars into the next century. Several projects were executed in the 1970s in the attempt to develop a new Checker. In 1974, US Steel and prototype builder Autodynamics of Madison Heights, Michigan, proposed a new Checker idea called “Galva” to CMC. The plan was to design a new Checker using newly developed manufacturing techniques to produce a vehicle with a reduced amount of tooling. Unfortunately, the project never got off the drawing board; Checker management was happy and profitable. Checker would continue to produce the A11 and various other specialty cars. In March 1977, seven years after the death of Morris Markin, retired GM President Ed Cole and car dealer Victor Potamkin bought into Checker with the intent of re-energizing the company and developing a new, more modern Checker. With Cole as chairman and CEO of the company, the plan was to purchase partially completed Volkswagens from VW’s new Westmoreland Assembly Plant in Pennsylvania. They were going to ship the Volkswagens to the Checker Motors factory in Kalamazoo, cut them in half, insert a section to lengthen the car, raise the roof and then sell the reconfigured vehicles as taxis. Less than 90 days after joining Checker, Cole died when his plane crashed near Kalamazoo in May 1977. In August 1977, the Checker-VW project was introduced in Road & Track magazine. The project was scrapped shortly after when it was determined that the Volkswagen was not suitable for taxi service. Various other plans were conceived to try to come up with a new product, including one based on the Chevy Citation, but these came to nought and the last Checker rolled off the production lines in mid 1982.

CHEVROLET

For 1958, GM was promoting their fiftieth year of production, and introduced anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Super 88 Holiday, Pontiac Bonneville Catalina, and the Chevrolet Bel-Air Impala. The Impala was introduced for the 1958 model year as top of the line Bel Air hardtops and convertibles. From the windshield pillar rearward, the 1958 Bel Air Impala differed structurally from the lower-priced Chevrolet models. Hardtops had a slightly shorter greenhouse and longer rear deck. The wheelbase of the Impala was longer than the lower priced models, although the overall length was identical. Interiors held a two-spoke steering wheel and colour-keyed door panels with brushed aluminium trim. No other series included a convertible. The 1958 Chevrolet models were longer, lower, and wider than its predecessors. The 1958 model year was the first with dual headlamps. The tailfins of the 1957 were replaced by deeply sculptured rear fenders. Impalas had three taillights each side, while lesser models had two and wagons just one. The Impalas included crossed-flag insignias above the side moldings, as well as bright rocker moldings and dummy rear-fender scoops. The standard perimeter-type frame was abandoned, replaced by a unit with rails laid out in the form of an elongated “X.” Chevrolet claimed that the new frame offered increased torsional rigidity and allowed for a lower placement of the passenger compartment. This was a transitional step between traditional construction and the later fully unitized body/chassis, the body structure was strengthened in the rocker panels and firewall. However, this frame was not as effective in protecting the interior structure in a side impact crash, as a traditional perimeter frame. A coil spring suspension replaced the previous year’s rear leaf springs, and an air ride system was optional. A 283 cu in (4,640 cc) engine was the standard V8, with ratings that ranged from 185 to 290 horsepower. A “W” block (not to be confused with the big-block) 348 cu in (5,700 cc) Turbo-Thrust V8 was optional, producing 250 hp, 280 hp , or 315 hp. The Ramjet fuel injection was available as an option for the Turbo-Fire 283 V8, not popular in 1958. A total of 55,989 Impala convertibles and 125,480 coupes were built representing 15 percent of Chevrolet production. The 1958 Chevrolet Bel Air Impala helped Chevrolet regain the number one production spot in this recession year. This one is a Bel Air Sedan.

The first Malibu was a top-line subseries of the mid-sized Chevrolet Chevelle from 1964 to 1972. Malibus were generally available in a full range of bodystyles including a four-door sedan, two-door Sport Coupe hardtop, convertible and two-seat station wagon. Interiors were more lavish than lesser Chevelle 300 and 300 Deluxe models thanks to patterned cloth and vinyl upholstery (all-vinyl in convertibles and station wagons), deep-twist carpeting, deluxe steering wheel and other items. The Malibu SS was available only as a two-door Sport Coupe hardtop or convertible and added bucket seats, centre console (with optional four-speed manual or Powerglide transmissions), engine gauges and special wheelcovers, and offered with any six-cylinder or V8 engine offered in other Chevelles – with the top option being a 300 hp 327 cu in (5.4 L) in 1964. For 1965, Malibus and other Chevelles received new grilles and revised tail sections and had the exhaust pipes replaced but carried over the same basic styling and bodystyles from 1964. The Malibu and Malibu SS models continued as before with the SS featuring a blacked-out grille and special wheelcovers. Top engine option was now a 350 hp 327 cu in (5.4 L) V8. The Malibu SS was replaced in 1966 by a new Chevelle SS-396 series that included a big-block 396 cu in (6.5 L) V8 engine (Canadian market did not receive the SS396 but marketed the former Malibu SS nameplate until January 1967 when it was phased out), heavy duty suspension and other performance equipment. Other SS-396 equipment was similar to Malibu Sport Coupes and convertibles including an all-vinyl bench seat. Bucket seats and console with floor shift were now optional on the SS and for 1966 with the SS now denoting a car with a big-block engine, the bucket seats became a new option on the regular Malibu Sport Coupe and convertible, upon which any six-cylinder or small-block V8 could be ordered. Also new for 1966 was the Chevelle Malibu four-door Sport Sedan hardtop. Styling revisions on all 1966 Chevelles including more rounded styling similar to the full-sized Chevrolets with sail panels and tunneled rear windows featured on two-door hardtop coupes. For 1967, the same assortment of bodystyles were continued with styling changes similar to all other Chevelles including a new grille and revised tail section with taillights that wrapped around to the side. New this year was a Chevelle Malibu Concours station wagon with simulated woodgrain exterior side panel trim. Front disc brakes were a new option along with a stereo 8-track tape player. The same assortment of drivetrains carried over from 1966 with the top 327 cu in (5.4 L) V8 dropped from 350 to 325 hp. An all new model arrived for 1968.

The Corvette is about as American a sports car as you can get, and this year there were examples from three of the seven generations which have been produced in the 64 years that the name has been extant. Oldest was a C1 car, dating from the middle of the model’s life The first generation of Corvette was introduced late in the 1953 model year. Originally designed as a show car for the 1953 Motorama display at the New York Auto Show, it generated enough interest to induce GM to make a production version to sell to the public. First production was on June 30, 1953. This generation was often referred to as the “solid-axle” models (the independent rear suspension was not introduced until the second generation).Three hundred hand-built polo white Corvette convertibles were produced for the 1953 model year. The 1954 model year vehicles could be ordered in Pennant Blue, Sportsman Red, Black, or Polo White. 3,640 were built, and sold slowly. The 1955 model offered a 265 cu in (4.34 litre) V8 engine as an option. With a large inventory of unsold 1954 models, GM limited production to 700 for 1955. With the new V8, the 0-60 mph time improved by 1.5 seconds. A new body was introduced for the 1956 model featuring a new “face” and side coves; the taillamp fins were also gone. An optional fuel injection system was made available in the middle of the 1957 model year. It was one of the first mass-produced engines in history to reach 1 bhp per cubic inch (16.4 cc) and Chevrolet’s advertising agency used a “one hp per cubic inch” slogan for advertising the 283 bhp 283 cu in (4.64 litre) Small-Block engine. Other options included power windows (1956), hydraulically operated power convertible top (1956), heavy duty brakes and suspension (1957), and four speed manual transmission (late 1957). Delco Radio transistorised signal-seeking “hybrid” car radio, which used both vacuum tubes and transistors in its radio’s circuitry (1956 option). The 1958 Corvette received a body and interior freshening which included a longer front end with quad headlamps, bumper exiting exhaust tips, a new steering wheel, and a dashboard with all gauges mounted directly in front of the driver. Exclusive to the 1958 model were bonnet louvres and twin trunk spears. The 1959–60 model years had few changes except a decreased amount of body chrome and more powerful engine offerings. In 1961, the rear of the car was completely redesigned with the addition of a “duck tail” with four round lights. The light treatment would continue for all following model year Corvettes until 2014. In 1962, the Chevrolet 283 cu in (4.64 litre) Small-Block was enlarged to 327 cu in (5.36 litre). In standard form it produced 250 bhp. For an extra 12% over list price, the fuel-injected version produced 360 bhp, making it the fastest of the C1 generation. 1962 was also the last year for the wrap around windshield, solid rear axle, and convertible-only body style. The boot lid and exposed headlamps did not reappear for many decades.

An all-new C2 generation model was launched for 1963 and a couple of these were here. This model introduced us to the name Sting Ray. It continued with fibreglass body panels, and overall, was smaller than the first generation. The car was designed by Larry Shinoda with major inspiration from a previous concept design called the “Q Corvette,” which was created by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. Earlier, Mitchell had sponsored a car known as the “Mitchell Sting Ray” in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the final version of the C2 would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing. Production started for the 1963 model year and ended in 1967. The 1963 model was the first year for a Corvette coupé and it featured a distinctive tapering rear deck (a feature that later reappeared on the 1971 “Boattail” Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional bonnet vents, and an independent rear suspension. Corvette chief engineer Zora Arkus-Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp, raised to 375 bhp in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models. On 1964 models the decorative bonnet vents were eliminated and Duntov, the Corvette’s chief engineer, got his way with the split rear window changed to a full width window. Four-wheel disc brakes were introduced in 1965, as was a “big block” engine option: the 396 cu in (6.49 litre) V8. Side exhaust pipes were also optionally available in 1965, and continued to be offered through 1967. The introduction of the 425 bhp 396 cu in big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in option cost $292.70 while the fuel injected 327 cu in (5.36 litre) engine cost $538.00. Few people could justify spending $245.00 more for 50 bhp less, even though FI could deliver over 20 mpg on the highway and would keep delivering fuel despite high G-loading in corners taken at racing speeds. Another rare ’63 and ’64 option was the Z06 competition package, which offered stiffer suspension, bigger, multi-segment lined brakes with finned drums and more, only a couple hundred coupes and ONE convertible were factory-equipped this way in 1963. With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option at the end of the ’65 production, having introduced a less-expensive big block 396 engine rated at 425 hp in the middle of the production year and selling over 2,000 in just a few months. For 1966, Chevrolet introduced an even larger 427 cu in 7 litre Big Block version. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid-1963), air conditioning (late-1963), a telescopic steering wheel (1965), and headrests (1966). The Sting Ray’s independent rear suspension was successfully adapted for the new-for-1965 Chevrolet Corvair, which solved the quirky handling problems of that unique rear-engine compact. 1967 was the final year for the C2 generation. The 1967 model featured restyled bumper vents, less ornamentation, and back-up lamps which were on the inboard in 1966 were now rectangular and centrally located. The first use of all four taillights in red started in 1961 and was continued thru the C-2 line-up except for the 1966. The 1967 and subsequent models continuing on all Corvettes since. 1967 had the first L88 engine option which was rated at 430 bhp, but unofficial estimates place the actual output at 560 bhp or more. Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburettor, or Tri-Power, was available on the 427 L89 (a $368 option, on top of the cost for the high-performance 427). Despite these changes, sales slipped over 15%, to 22,940 – 8,504 coupes and 14,436 convertibles.

There were several of the C3 here, too. The third generation Corvette, which was patterned after the Mako Shark II concept car, and made its debut for the 1968 model year, then staying in production until 1982. C3 coupes featured the first use of T-top removable roof panels. The C3 introduced monikers that were later revived, such as LT-1, ZR-1, Z07 and Collector Edition. In 1978, the Corvette’s 25th anniversary was celebrated with a two-tone Silver Anniversary Edition and an Indy Pace Car replica edition of the C3. This was also the first time that a Corvette was used as a Pace Car for the Indianapolis 500. Engines and chassis components were mostly carried over from the C2, but the body and interior were new. The 350 cu in (5.7 litre) engine replaced the old 327 cu in (5.36 litre) as the base engine in 1969, but power remained at 300 bhp. 1969 was the only year for a C3 to optionally offer either a factory installed side exhaust or normal rear exit with chrome tips. The all-aluminium ZL1 engine was also new for 1969; the special big-block engine was listed at 430-hp but was reported to produce 560 hp and propelled a ZL1 through the 1/4 mile in 10.89 seconds. There was an extended production run for the 1969 model year due a lengthy labour strike, which meant sales were down on the 1970 models, to 17,316. 1970 small-block power peaked with the optional high compression, high-revving LT-1 that produced 370 bhp. The 427 big-block was enlarged to 454 cu in (7.44 litre) with a 390 bhp rating. The ZR-1 special package was an option available on the 1970 through 1972 model years, and included the LT-1 engine combined with special racing equipment. Only 53 ZR-1’s were built. In 1971, to accommodate regular low-lead fuel with lower anti-knock properties, the engine compression ratios were lowered which resulted in reduced power ratings. The power rating for the 350 cu in (5.7 litre) L48 base engine decreased from 300 to 270 hp and the optional special high performance LT1 engine decreased from 370 to 330 hp. The big-block LS6 454 was reduced from 450 to 425 bhp, though it was not used in Corvettes for 1970; it was used in the Chevelle SS. For the 1972 model year, GM moved to the SAE Net measurement which resulted in further reduced, but more realistic, power ratings than the previous SAE Gross standard. Although the 1972 model’s 350 cu in horsepower was actually the same as that for the 1971 model year, the lower net horsepower numbers were used instead of gross horsepower. The L48 base engine was now rated at 200 bhp and the optional LT1 engine was now rated at 270 bhp. 1974 models had the last true dual exhaust system that was dropped on the 1975 models with the introduction of catalytic converters requiring the use of no-lead fuel. Engine power decreased with the base ZQ3 engine producing 165 bhp, the optional L82’s output 250 bhp, while the 454 big-block engine was discontinued. Gradual power increases after 1975 peaked with the 1980 model’s optional L82 producing 230 bhp. Styling changed subtly throughout the generation until 1978 for the car’s 25th anniversary. The Sting Ray nameplate was not used on the 1968 model, but Chevrolet still referred to the Corvette as a Sting Ray; however, the 1969 (through 1976) models used the “Stingray” name as one word, without the space. In 1970, the body design was updated including fender flares, and interiors were refined, which included redesigned seats, and indication lights near the gear shift that were an early use of fibre optics . Due to government regulation, the 1973 Corvette’s chrome front bumper was changed to a 5 mph system with a urethane bumper cover. 1973 Corvettes are unique in that sense, as they are the only year where the front bumper was polyurethane and the rear retained the chrome two-piece bumper set. 1973 was also the last year chrome bumpers were used. The optional wire-spoked wheel covers were offered for the last time in 1973. Only 45 Z07 were built in 1973. From 1974 onwards both the front and rear bumpers were polyurethane. In 1974, a 5-mph rear bumper system with a two-piece, tapering urethane bumper cover replaced the Kamm-tail and chrome bumper blades, and matched the new front design from the previous year. 1975 was the last year for the convertible, (which did not return for 11 years). For the 1976 models the fibreglass floor was replaced with steel panels to provide protection from the catalytic converter’s high operating temperature. 1977 was last year the tunnelled roof treatment with vertical back window was used, in addition leather seats were available at no additional cost for the first time. The 1978 25th Anniversary model introduced the fastback glass rear window and featured a new interior and dashboard. Corvette’s 25th anniversary was celebrated with the Indy 500 Pace Car limited edition and a Silver Anniversary model featuring silver over gray lower body paint. All 1979 models featured the previous year’s pace car seats and offered the front and rear spoilers as optional equipment. 53,807 were produced for the model year, making 1979 the peak production year for all versions of the Corvette. Sales have trended downward since then. In 1980, the Corvette received an integrated aerodynamic redesign that resulted in a significant reduction in drag. After several years of weight increases, 1980 Corvettes were lighter as engineers trimmed both body and chassis weight. In mid-1981, production shifted from St. Louis, Missouri to Bowling Green, Kentucky, and several two-tone paint options were offered. The 1981 models were the last available with a manual transmission until well into the 1984 production run. In 1982, a fuel-injected engine returned, and a final C3 tribute Collectors Edition featured an exclusive, opening rear window hatch.

There was also a C5 generation Corvette here.

The Camaro was GM’s very definite response to the huge success of Ford’s Mustang, which had been codenamed Panther. Although there had been rumours that GM was doing something, this was an era when even the journalists were surprised. and on June 21, 1966, around 200 automotive journalists of them were when they received a telegram from General Motors stating, “…please save noon of June 28 for important SEPAW meeting. Hope you can be on hand to help scratch a cat. Details will follow…(signed) John L. Cutter – Chevrolet public relations – SEPAW secretary.” The following day, the same journalists received another General Motors telegram stating, “Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28…(signed) John L. Cutter – Chevrolet public relations SEPAW secretary.” These telegrams were something of a puzzle at the time. On June 28, 1966, General Motors held a live press conference in Detroit’s Statler-Hilton Hotel. It was to be the first time in history that 14 cities were connected in real time for a press conference via telephone lines. Chevrolet general manager Pete Estes started the news conference stating that all attendees of the conference were charter members of the Society for the Elimination of Panthers from the Automotive World and that this would be the first and last meeting of SEPAW. Estes then announced a new car line, project designation XP-836, with a name that Chevrolet chose in keeping with other car names beginning with the letter C such as the Corvair, Chevelle, Chevy II, and Corvette. He claimed the name, suggests the comradeship of good friends as a personal car should be to its owner and that to us, the name means just what we think the car will do… go. The Camaro name was then unveiled. Automotive press asked Chevrolet product managers, what is a Camaro? and were told it was a small, vicious animal that eats Mustangs. According to the book “The Complete Book of Camaro: Every Model Since 1967”, the name Camaro was conceived by Chevrolet merchandising manager Bob Lund and General Motors vice president Ed Rollett, while they were reading the book Heath’s French and English Dictionary by James Boïelle and by de V. Payen-Payne printed in 1936. Lund and Rollett found the word “camaro” in the French-English dictionary to mean friend, pal, or comrade. The article further repeated Estes’s statement of what the word camaro was meant to imply, that the car’s name “suggests the comradeship of good friends, as a personal car should be to its owner”. In fact, the actual French word that has that meaning is “camarade”, from which the English word “comrade” is derived, and not “camaro”. “Camaro” is not a recognised word in the French language. Be that as it may, the Camaro was first shown at a press preview in Detroit, Michigan, on September 12, 1966, and then later in Los Angeles, California, on September 19, 1966. Public introduction of the new model was on September 26, 1966. The Camaro officially went on sale in dealerships on September 29, 1966, for the 1967 model year It was an instant success. The first generation model ran for three years before an all new second generation car premiered (late) for the 1970 model year. The car seen here is a 1969 COPO model, and is particularly rare. This has the high performance L-72 425 bhp V8 engine, backed up by a Munico four speed close ration transmission and 140 mph speedo.

CITROEN

1934 saw the introduction of the Citroen’s revolutionary and mould-shattering 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 a nice example of the H Van here. Known as the Type H, H-Type or HY, this panel van was produced between 1947 and 1981. It was developed as a simple front wheel driven van after World War II. A total of 473,289 were produced in 34 years in factories in France and Belgium. In France, this van is known as “Nez de Cochon” (“Pig Nose”). When used by the police, it was called “panier à salade” (“salad basket”). The basic design changed very little from 1947 to 1981. Vehicles left the Citroën factory with only three body styles: the standard enclosed van, a pick-up version, and a stripped-down body which went to non-Citroën coach-builders and formed the basis for the cattle-truck and other variants. The basic version had an overall length of 4.26m, but vehicles were also available in a LWB version with an overall length of 5.24m. In September 1963 the earlier style rear window – a narrow vertical window with curved corners – was replaced with a square window the same height but wider, 45 cm on each side. The bonnet was modified to give two additional rectangular air intakes at the lower edges, one for a heater, the other a dummy for symmetry. In early 1964, the split windscreen used since 1947 was replaced with a single windscreen, while in late 1964 the chevrons on the radiator grille, previously narrow aluminium strips similar to those on the Traction Avant, were replaced with the shorter, pointed style of chevrons as used on most Citroen vehicles in the last decades of the twentieth century. In November 1969 the small parking lights were discontinued, the front indicators were recessed into the wings, and the shape of the rear wings was changed from semi-circular to rectangular. Rear hinged ‘Suicide’ cab doors were used until the end of production in 1981, except on vehicles manufactured for the Dutch market where conventionally hinged doors were available from 1968.

The iconic 2CV was here, with a number of examples including a very early car.

There were several examples of the uber-cool Méhari here. Much like the way the 1959 Mini became the 1964 Mini Moke, this small Citroen was based on an existing model, in this case, the 2CV/Dyane. 144,953 Méharis were built between the car’s French launch in May 1968 and 1988 when production ceased. A méhari is a type of fast-running dromedary camel, which can be used for racing or transport. A méhariste was a French Armée d’Afrique and Army of the Levant cavalryman that used these camels. The Méhari was based on the Citroën Dyane 6, and had a body made of ABS plastic with a soft-top. It also employed the 602 cc flat twin engine shared with the 2CV6 and Citroën Ami and because the standard Méhari weighed just 535 kg (1,179 lb), performance was respectable though very far from brisk. The vehicle also had the interconnected fully independent long-travel 2CV suspension used by all of the Citroën ‘A-Series’ vehicles. The colour was integrated into the ABS plastic material in production, and as a utilitarian vehicle, the options chart was quite limited. Only the Vert Montana remained in the catalogue for all the 18 years of production. Except for Azur blue, the official names of colours all refer to desert regions. Ultraviolet rays from the Sun impact the colourfastness of ABS plastic, so unrestored cars have a faded appearance. New bodies for restorations are only supplied in white colour, and now require painting on top of a specialist primer. A four-wheel drive version of the Méhari was produced from 1980 to 1983 and had excellent off-road qualities, due to the lightness of the vehicle. Unlike the earlier four wheel drive 2CV Sahara, which had two engines, this car only had one. Only 1300 were produced and so these cars are now both rare and highly sought after. The Méhari was sold in the United States in 1969 and 1970, where the vehicle was classified as a truck. As trucks had far more lenient National Highway Traffic Safety Administration safety standards than passenger cars in the US, the Méhari did not have seat belts. The Mehari did have limited sales success. Budget Rent-A-Car bought a number of them and offered them as rentals in Hawaii. Hearst Castle, in San Simeon, California, used them as groundskeeper cars. The cars had some differences from those sold elsewhere, with an altered front panel with larger 7″ sealed-beam headlamps being the most obvious.

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.

Despite the fact that 2,315,739 BXs were built during its 12-year production run, and the car sold well in the UK, these are getting increasingly scarce, so it was nice to see a couple here, a very rare 4×4, which the owner, a real enthusiast for the model. has recently sourced, he told me and from the other end of the range, a 14E Leader. The rather angular hatchback was designed by Marcello Gandini of Bertone, based on his unused design for the British 1977 Reliant FW11 concept and his 1979 Volvo Tundra concept car. It was the second car to benefit from the merger of Peugeot and Citroën in 1976, the first being the Citroën Visa launched in 1978. The BX shared its platform with the more conventional 405 that appeared in 1987, except the rear suspension which is from a Peugeot 305 Break. Among the features that set the car apart from the competition was the traditional Citroën hydropneumatic self-levelling suspension, extensive use of plastic body panels (bonnet, tailgate, bumpers), and front and rear disc brakes. The BX dispensed with the air cooled, flat four engine which powered the GS, and replaced it with the new PSA group XY, TU and XU series of petrol engines in 1360 cc, 1580 cc and, from 1984, 1905 cc displacements. In some countries, a weaker, 80 PS version of the 1580cc engine was badged as the BX15E instead of BX16. A 1124 cc engine, in the 11TE, very unusual in a car of this size, was also available in countries where car tax was a direct function of engine capacity, such as Ireland, Italy, Portugal and Greece. The 11TE model was seen by foreign motoring press as slow and uncomfortable. It was fitted to the cars made from 1988 to 1993 and produced 55 hp. The 1.1 and 1.4 models used the PSA X engine (known widely as the “Douvrin” or “Suitcase Engine”), the product of an earlier Peugeot/Renault joint venture, and already fitted in the Peugeot 104 and Renault 14. The 1.6 version was the first car to use the all-new short-stroke XU-series engine. It was produced in a new engine plant at Trémery built specifically for this purpose, and was later introduced in a larger 1.9-litre version and saw long service in a variety of Peugeots and Citroëns. The XUD diesel engine version was launched in November 1983. The diesel and turbo diesel models were to become the most successful variants, they were especially popular as estates and became the best selling diesel car in Britain in the late 1980s. Despite being launched on the continent in the autumn of 1982, it wasn’t launched onto the British market until August 1983, initially only with 1.4 and 1.6 petrol engines, although further engine options and the estate model would arrive later, and it would go onto become one of the most popular foreign-built cars here during the second half of the 1980s. A year after the launch of the hatchback model, an estate version was made available. In 1984 power steering became optional, welcome particularly in the diesel models. In the late 1980s, a four-wheel drive system and turbodiesel engines were introduced. In 1986 the MK2 BX was launched. The interior and dashboard was redesigned to be more conventional-looking than the original, which used Citroën’s idiosyncratic “satellite” switchgear, and “bathroom scale” speedometer. These were replaced with more conventional stalks for light and wipers and analogue instruments. The earlier GT (and Sport) models already had a “normal” speedometer and tachometer. The exterior was also slightly updated, with new more rounded bumpers, flared wheelarches to accept wider tyres, new and improved mirrors and the front indicators replaced with larger clear ones which fitted flush with the headlights. The elderly Douvrin engine was replaced by the newer TU-series engine on the 1.4 litre models, although it continued to be installed in the tiny BX11 until 1992. 1988 saw the launch of the BX Turbo Diesel, which was praised by the motoring press. The BX diesel was already a strong seller, but the Turbo model brought new levels of refinement and performance to the diesel market, which brought an end to the common notion that diesel cars were slow and noisy. Diesel Car magazine said of the BX “We can think of no other car currently on sale in the UK that comes anywhere near approaching the BX Turbo’s combination of performance, accommodation and economy”. In 1989, the BX range had further minor revisions and specification improvements made to it, including smoked rear lamp units, new wheeltrims and interior fabrics. Winning many Towcar of the Year awards, the BX was renowned as a tow car (as was its larger sister, the CX), especially the diesel models, due to their power and economy combined with the self levelling suspension. The biggest problem of the BX was its variable build quality, compared to its competition. In 1983, one quarter of the production needed “touchups” before they could be shipped, though later models were more solid. The last BX was sold around 1994, by which time its successors had already been launched. It had been partially replaced by the smaller ZX in early 1991, but its key replacement was the slightly larger Xantia that went on sale at the beginning of 1993. The BX was launched onto the right-hand drive UK market in August 1983, initially only with 1.4 and 1.6 petrol engines, although by 1986 it had been joined by more engine options as well as a five-door estate model. The BX enjoyed a four-year run as the UK’s best selling diesel engine car from 1987, and was consistently among the most popular imported cars.

This SM was displayed on the Maserati stand. 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.

DAIMLER

Dating from 1911 is this imposing 25hp Landaulette

This is a Conquest Century dating from 1954. The Conquest was launched within four months of Bernard Docker taking over operational control of Daimler in 1953. Designed to spice up the product range and bring Daimler to a wider audience, it was a roaring success. Based on the old Leda/14hp four-cylinder engine, the new six-pot 2,433cc engine developed some 80bhp. The bodywork was a conglomeration of the outgoing models made entirely of steel and weighed in at around 1,300kg, no featherweight but still less than a new Golf GTi today! Driveability was a strong point, its pre-selector gearbox complementing its engine well and the double-wishbone front suspension with telescopic dampers and an anti-roll bar verged towards the sporty. Lashings of leather and wood with restrained styling kept the traditionalist happy too. Priced at £1,066 (hence the Conquest name) some 5,000 were to be produced before the Suez Crisis and petrol rationing rapidly drew sales to a halt. From 1954 onwards the company introduced the Conquest Century, a 100bhp model which was good for 90mph. An alloy head, twin SUs, raised compression ratio and a high-lift cam were fitted which proved very popular, the majority of Conquests produced being sold with this specification.

Something rather different is this armoured car. It is actually a replica of the Lanchester armoured car. Painted in period-correct camouflage, around 36 were built at the company’s factory in Sparkbrook, Birmingham and none are known to survive. The replica on show was built in Belgium, and many of the original vehicles were loaned to Belgian forces during the conflict. When the vehicles returned to England, most were then sent to Russia where they continued in use for a number of years.

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.

By the time that the Sovereign was launched in 1969, Daimler cars were, with the exception of the DS420 Limousine, little more than Jaguars with a different grille and slightly altered trim. That does not mean that they were bad cars. Far from it, of course, as the XJ6 on which this model was based, was one of the very best luxury saloon cars available at the time. Even today this Series 2 model exudes elegance and class in a way that many of today’s high end models simply do not do.

DELOREAN

Attracting lots of interest, as ever, were the Delorean DMC12s. It is now over 35 years since this striking Northern Ireland built car entered production, but it still pulls the crowds, thanks in no small part, I am sure, to the gullwing doors, and its starring role in “Back to the Future”. The DeLorean story goes back to October 1976, when the first prototype was completed by American automotive chief engineer William T. Collins, formerly chief engineer at Pontiac. Originally, the car was intended to have a centrally-mounted Wankel rotary engine. The engine selection was reconsidered when Comotor production ended, and the favoured engine became Ford’s “Cologne V6.” Eventually the French/Swedish PRV (Peugeot-Renault-Volvo) fuel injected V6 was selected. Also the engine location moved from the mid-engined location in the prototype to a rear-engined installation in the production car. The chassis was initially planned to be produced from a new and untested manufacturing technology known as elastic reservoir moulding (ERM), which would lighten the car while presumably lowering its production costs. This new technology, for which DeLorean had purchased patent rights, was eventually found to be unsuitable. These and other changes to the original concept led to considerable schedule pressures. The entire car was deemed to require almost complete re-engineering, which was turned over to engineer Colin Chapman, founder and owner of Lotus Cars. Chapman replaced most of the unproven material and manufacturing techniques with those then employed by Lotus, like the steel backbone chassis. DeLorean required $175 million to develop and build the motor company. Convincing Hollywood celebrities such as Johnny Carson and Sammy Davis, Jr. to invest in the firm, DeLorean eventually built the DMC-12 in a factory in Dunmurry, Northern Ireland, a neighbourhood a few miles from Belfast city centre. Construction on the factory began in October 1978, and although production of the DMC-12 was scheduled to start in 1979, engineering problems and budget overruns delayed production until early 1981. By that time, the unemployment rate was high in Northern Ireland and local residents lined up to apply for jobs at the factory. The workers were largely inexperienced, but were paid premium wages and supplied with the best equipment available. Most quality issues were solved by 1982 and the cars were sold from dealers with a one-year, 12,000-mile warranty and an available five-year, 50,000-mile service contract. The DeLorean Motor Company went bankrupt in late 1982 following John DeLorean’s arrest in October of that year on drug trafficking charges. He was later found not guilty, but it was too late for the DMC-12 to remain in production. Approximately 100 partially assembled DMCs on the production line were completed by Consolidated International (now known as Big Lots). The remaining parts from the factory stock, the parts from the US Warranty Parts Centre, as well as parts from the original suppliers that had not yet been delivered to the factory were all shipped to Columbus, Ohio in 1983–1984. A company called KAPAC sold these parts to retail and wholesale customers via mail order. In 1997, DeLorean Motor Company of Texas acquired this inventory. There had also been a long-standing rumour that the body stamping dies were dumped into the ocean to prevent later manufacture. Evidence later emerged that the dies were used as anchors for nets at a fish farm in Ards Bay, Connemara, Ireland. About 9,200 DMC-12s were produced between January 1981 and December 1982. Almost a fifth of these were produced in October 1981. About a thousand 1982 models were produced between February and May 1982, and all of these cars had the VINs changed after purchase by Consolidated to make them appear as 1983 models. The survival rate of the cars is good.

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.

DODGE

Another of the fabulous American cars that starred on the “Classic American” magazine’s stand, was this 1957 Custom Royal.

DOWSETTS

Dowsetts Classic Car Company, for those who aren’t aware, is the new trading name of the company formerly known as Evanta. Formed in 2005, the small Hertfordshire-based company has specialised in building replicas of the Aston Martin DB4 GT Zagato and the DBR1, as well as its own range of sports cars. The end of Evanta saw the end of building recreations, and now the new company stands proudly on its own design ethos, while still capturing the essence of the 1950s and ‘60s. Unlike the David Brown Speedback – a car which claims a similarly mixed heritage – the Comet doesn’t end up looking like a pastiche of any one design. It’s very clearly its own thing; hints of DB4 in the nose and MGA Coupe in the side profile resolve into a rear end which bears some slight resemblance to the AC Ace or mighty Ferrari 250 SWB. But, says Darren Collins, there are bound to be certain similarities. “If you’re taking inspiration from a particular era, there are only so many ways in which it can be done. We’ve created something new, but there are clear nods to the era it evokes.” Indeed, the more you look at it the more you find yourself questioning the likenesses you’ve already seen – as the day ticked on, we saw more and more C1 Corvette about it, and hints of the Ashley Sportiva in the rear plate surround. “We’re passionate about what we do, and we’re all passionate about different brands,” says Darren, “The Comet is the culmination of our joint efforts. There are several restoration companies out there, but there are very few companies creating history.” The Comet is, like other Dowsett models, built around a bespoke steel spaceframe chassis. This is then clothed in GRP reinforced with Kevlar to create a shell which is strong yet light, plus it is suitable for limited production runs where tooling might otherwise be prohibitive. That said, it’s not a simple process: it takes over 50 different mould tools to make the panels for a single Comet. Inside, there’s lots of leather and a pair of comfortable bucket seat, though headroom in the prototype was somewhat tight for those over 6ft tall. It’s a bespoke creation, though, and such things are inevitably chosen by the customer. There’s space to lower the seats – and they can be positioned wherever the potential purchaser would like. When we say bespoke, we mean bespoke. We asked both Chris Hackett and Darren Collins about the possibility of various upgrades, from custom paint colours and metal finishes, through to… more extreme modifications which will remain undisclosed. Darren responded jovially; “We’d never compromise safety, but apart from that we can cater to virtually any request, however unorthodox. These cars are built to the customer’s specification, and that means there’s no such thing as a standard specification.” A typical build would cost in the region of £140,000, and there are already rumours of a Comet factory race car. This model is fitted with is a General Motors LS3 V8, coupled to a Tremec 5-speed gearbox and a limited slip differential. The wheels are unique to the Comet, and always will be; Dowsetts wouldn’t offer alloy wheels as a standard catalogue option until it had them designed exclusively for the car. While the new car was only just road registered, we were taken for a quick spin around the site and were able to form some initial conclusions. Acceleration is brutal, yet the ride is nowhere near as harsh as you might expect for a car of this type. The gearbox is short-throw and meaty, while the brakes feel sharp. It’s almost the ideal GT – only hampered by a boot best suited for the smallest of soft bags. Apparently, a fitted luggage set is on the cards to make the most of the room available, and the second Comet is already under construction with greater luggage capacity at the client’s request. The Comet and the earlier Evanta Barchetta share obvious DNA, and Chris Hackett believes that the cars complement each other well. “We like to think of our creations as cars for the connoisseur who wants something to capture the thrill of driving a proper sportscar.” Based on what we’ve seen, it certainly fits that brief, and while other small-scale car manufacturers like Weissman and TVR sit in an uncertain limbo, Dowsetts are here, now, doing it.

FACEL VEGA

Founded by Jean Daninos in 1939, Forges et Ateliers de Construction d’Eure-et-Loir (FACEL) specialised in manufacturing aircraft components and metal furniture. After the war the company supplied car bodies to Panhard, Simca and Ford France before branching out into automobile manufacture in its own right with the launch of the Vega at the 1954 Paris Salon. Government legislation had effectively killed off France’s few surviving luxury car manufacturers after WW2 but that did not deter Daninos in his bold attempt to revive what had once been a great French motoring tradition. A luxurious Grande Routière, the Vega took its name from the brightest star in the Lyra constellation and featured supremely elegant coupé bodywork welded to a tubular-steel chassis. There being no suitable French-built power unit, Daninos turned to the USA for the Vega’s Chrysler’s V8 engine, while there was a choice of push-button automatic or manual transmission. Launched in 1961 and advertised as ‘Le Coupé 4-places le plus rapide du Monde’ (‘The fastest 4-seat Coupé in the World’) the Facel II in manual-transmission form could out-accelerate two-seater rivals such as the Aston Martin DB4, Ferrari 250GT and Mercedes-Benz 3000SL. Sadly, it was destined to be the last of the V8-engined models, production ceasing in 1964 after an unsuccessful venture into engine manufacture effectively bankrupted the company. Production of the preceding HK500 amounted to only 500-or-so units between 1958 and 1961 and that of the Facel II to a mere 182. Today these rare Franco-American classics are highly sought after

FAIRTHORPE

Fairthorpe cars were made in Chalfont St Peter, Buckinghamshire, England between 1954 and 1961, from 1961 to 1973 in Denham, Buckinghamshire. The first cars were lightweight two-seat models powered by motorcycle engines and with glassfibre bodies. The 1954 Atom was powered by a rear-mounted, two-stroke, air-cooled motor cycle engine driving the rear wheels through a three-speed Albion motor cycle gearbox and chain to the back axle. A choice of 250 cc or 350 cc BSA single cylinder and 322 cc Anzani twin-cylinder engines was offered. The body was mounted on a backbone chassis and had all independent suspension by coil springs and hydraulic brakes. 44 were made. The Atomota replaced the Atom in 1957 and was a complete re-design with front-mounted engine and new chassis. The engine was a twin cylinder, 646 cc BSA overhead-valve unit from the BSA Golden Flash model. It was coupled to a Standard 10 gearbox and drove the rear wheels via a propeller shaft and hypoid bevel gear. The suspension used coil springs all round with trailing wishbones at the rear. The number made is uncertain and the last car seems to have been made in 1960. In 1956 a new larger car, the open 2-seat Electron appeared using a 1098 cc overhead-cam Coventry Climax engine. The front suspension was independent using coil springs and drum brakes were used all round. The engine was expensive for the company to buy resulting in a high price of £1050 (complete) or £734 (kit); only around 20-30 are thought to have been made. A reduced price version the Electron Minor followed in 1957 using the Standard SC engine, transmission and rear axle from the Standard Ten. In 1963 the car received a larger version of the SC engine from the Triumph Spitfire and front disc brakes came from the same source in 1966. A hardtop was available as an option. With various specification changes the cars went from a Mark I to a Mark VI which had a Triumph GT6 chassis. It was the mainstay of production until 1973 with about 700 being built. There was also a closed 2+2 version with Triumph Herald mechanicals called the Electrina but only about 20 were produced. The cars were available fully assembled or in kit form. Production peaked at about 20 cars a month. The Zeta was introduced in 1959, powered by a modified six-cylinder Ford Zephyr engine of 2553 cc. It was offered in a choice of three stages of tune, with up to six carburettors and a BRM cylinder head, priced at £1,198, £1,281 and £1,407 respectively; the basic kit was available for £740. Very few, probably five, were made. A new version of the Zeta, the Rockette, was introduced in 1962. Sporting a slightly modified glass-fibre body shell and using a Triumph Vitesse 1600 cc engine and Triumph independent front suspension. It was priced at £997, or £625 in kit form. Approximately 25 were made up to 1967.

FERRARI

Focus on the Ferrari Owners Club stand was on the 246 GT Dino, marking 50 years since this achingly beautiful bodyshape was first seen, in the earlier 206 Dino guise. The Ferrari Dino was created to honour Alfredo ‘Dino’ Ferrari, Enzo Ferrari’s only legitimate son, who sadly died of muscular dystrophy in 1956. Unlike any previous road-going Ferrari, the Dino utilised a V6 engine, the Tipo 156, which Alfredo himself had helped develop and strongly advocated during his working life. Following continued motor racing success and in order to homologate Ferrari’s 1966 Formula Two campaign, a new line of mid-engined production V6 coupés with Fiat running gear went on sale in 1967 in two litre 206 GT form. However, in 1969 a larger 2.4 litre Dino was introduced, named the 246 GT or GTS in the case of the Spider. Only 3,913 definitive Dinos were built before the introduction of the completely restyled V8 engined 308 in 1973. The voluptuous bodywork of the 246, which many regard as the prettiest ever to grace a road-going Ferrari, was designed by Pininfarina and built by Scaglietti. It clothed a tubular chassis which carried wishbone independent suspension at each corner. The compact four-cam, 190bhp. engine was mounted transversely above the five-speed gearbox and just ahead of the rear axle, allowing for both a comfortable cockpit and some usable boot space.

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.

Final car on the stand was this 488 Pista, one of the first to arrive in the UK.

There were a number of other Ferrari models throughout the event, both on dealer stands and in the Silverstone Auction.

The Ferrari 365 GTB/4 Daytona probably needs little introduction. A Gran Turismo automobile produced from 1968 to 1973, it was first introduced to the public at the Paris Auto Salon in 1968 and replaced the 275 GTB/4. The Daytona was replaced by the mid-engined 365 GT4 Berlinetta Boxer in 1973. Early cars, such as this 1970 example had the plexi-glass front end, before a revised design with pop-up headlights was adopted. The generally accepted total number of Daytonas from the Ferrari club historians is 1,406 over the life of the model. This figure includes 158 right-hand-drive coupés, 122 factory-made spyders (of which 7 are right hand drive), and 15 competition cars in three series with modified lightweight bodies and in various degrees of engine tune. All bodies except the first Pininfarina prototype were produced by Scaglietti

Object of many a poster on a young enthusiast’s bedroom wall when the car was new was the Testarossa and there was a couple of nice examples 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. 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.

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, 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 couple of examples 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 100mm (3.9 inch) longer wheelbase at 2,650 mm (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-do-able 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.

A front-engined grand tourer, the 456 was produced from 1992 until 2003, as an overdue replacement for the long-defunct front-engined 412 as the company’s V12 four seater. Pietro Camardella and Lorenzo Ramaciotti at Pininfarina designed the original 456 which was available in GT and from 1996 in GTA forms. The difference in name signifies the transmission: the former has a six-speed manual and the latter has a four-speed automatic developed in partnership with FF Developments, in Livonia, MI (which was later purchased by Ricardo Engineering in the UK). This was only the fourth automatic transmission ever offered by Ferrari. The 5473 cc 65° V12 engine was derived from the Dino V6 rather than the more conventional 60° V12s used in the 412 and Daytona. It produced 442 PS with 4 valves per cylinder and Bosch Motronic M2.7 engine management. It could push the 1690 kg car and four passengers to 302 km/h (188 mph) making it the world’s fastest production four-seater. Acceleration to 100 km/h was just 5.2 seconds, with a 13.4 second quarter-mile time. At the time of its development it was the most powerful road car ever developed by Ferrari (aside from the F40). In 1996 engine was changed with Motronic M5.2 management and typed as F116C. The name 456, as was Ferrari practice, came from the fact that each cylinder displaces 456 cubic centimeters. This was the last Ferrari to use this naming convention. Despite its supercar performance, the 456 has a relatively unstressed engine, which has proven to be a very reliable unit. The chassis is a tubular steel spaceframe construction with a one-piece composite bonnet and body panels of aluminium. The body panels are welded to the chassis by using a special “sandwich filler” called feran that, when laid between, allows steel and aluminium to be welded. The Modificata 456M appeared in 1998, starting with chassis number 109589. Many changes were made to improve aerodynamics and cooling, and the interior – still featuring Connolly Leather – was freshened with new seats and other conveniences (fewer gauges on dash, and a new Becker stereo fitted in front of gear stick rather than behind as in the very shallow and special Sony head unit in the 456 GT). The 456 has a smaller grille with fog lights outside the grille, and lacked the bonnet-mounted air scoops. The undercarriage spoiler on the 456M is fixed, where the older 456 had a motorised spoiler that began its deployment above 105 km/h (65 mph). Power remained unchanged on the Modificata using Bosch Motronic M5.2 engine management at 442 PS; the cylinder firing order was changed for smoother running, and the torque remained the same for later versions of the 456 GT. The Tour de France Blue with Daytona Seats was the most desirable colour and leather combination. Approximately 3,289 of all versions were built, consisting of: 456 GT: 1,548; 456 GTA: 403; 456M GT: 688; 456M GTA: 650.

Among the older four seater models was this 400GT, an elegant model that has languished in the doldrums of affection for far too long, but which is gradually gaining new fans, as people realise that it is not just worthy of the Ferrari badge on the front, but also an elegant and surprisingly practical Grand Tourer. The 400 was an evolution of the 365 GT4 2+2, which was first seen at the 1976 Paris Motor Show. It proved quite controversial, as this was the first Ferrari to be offered with an automatic gearbox, a Borg Warner 3-speed unit, though a five speed manual was also offered. The 365’s V12 engine had been stroked to a displacement of 4.8 litres and given six 38 DCOE 110-111 Webers, and now produced 340 PS. 0-60 mph took 7.1 seconds. Other changes compared to the 365 GT4 included five-stud wheels to replace the knock-off hubs (Borrani wheels weren’t offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple. A total of 502 examples were produced, 355 of which were Automatics and 147 GTs before a further upgrade in 1979 which saw the addition of fuel injection. It was replaced by the visually similar 412i in 1985. which had a larger 5 litre engine. Production of this version ran for 4 years, meaning that by the time the model was deleted from the range, this elegant Pininfarina design had been produced for 17 years, the longest run of any Ferrari bodystyle ever. It was some years before another 4 seater V12 Ferrari would join the range, the 456 GT in 1994.

The Ferrari 365 GTC/4, a 2+2 grand tourer, was only produced by Ferrari from 1971 to 1972. It was based on the chassis of the Ferrari 365 GTB/4 “Daytona”. In the very short two-year production run 505 examples of the GTC/4 were produced. Its chassis and drivetrain, however, were carried over mostly unaltered (apart from a wheelbase stretch to provide more satisfying rear seat room) on its successor, the 1972 365 GT4 2+2. The GTC/4’s coupé bodywork by Pininfarina enclosed two front and two rear seats, as on the 365 GT 2+2 it replaced directly. However, the rear seats were small and the slanting rear window limited rear headroom, so it can also be seen to trace to the two-seat 365 GTC that had been discontinued in 1970. With its wedge shape, fastback silhouette, sharp creases and hidden headlamps the GTC/4’s styling clearly reflects the 365 GTB/4 “Daytona” it was based on. Power steering, electric windows and air conditioning were standard. The cabin was upholstered in mixed leather and tartan fabric, unique to this model and unusual for a Ferrari, with full leather upholstery an option. The 365 GTC/4 shared the chassis and engine block as the 365 GTB/4 Daytona, riding on the same wheelbase and suspension. Many changes were made to make it a more comfortable grand tourer than its two-seat predecessor and sibling. These included softer spring rate and a hydraulic power steering. The chassis was a tubular spaceframe, mated to a steel body with aluminium doors and bonnets; as was customary in this period, the bodies were made and finished by Pininfarina in Turin, then sent to Ferrari in Modena for the assembly. The suspension system used transverse A-arms, coil springs coaxial with the shock absorbers (double at the rear), and anti-roll bars on all four corners. Wheels were cast magnesium on Rudge knock-off hubs, while Borrani wire wheels were optional; the braking system used vented discs front and rear. The engine was a Tipo F 101 AC 000 Colombo V12, displacing 4,390 cc. Engine block and cylinder heads were aluminium alloy, with cast iron pressed-in sleeves; chain-driven two overhead camshafts per bank (four in total, as noted by the “4” in the model designation) commanded two valves per cylinder. The V12 was detuned to 340 PS (335 bhp) from the Daytona, to provide a more tractable response suited to a GT-oriented Ferrari. In place of the Daytona’s downdraft setup, six twin-choke side-draft Weber carburetors were used, whose lower profile made possible the car’s lower and sloping bonnet line. The 5-speed all-synchronised manual transmission was bolted to the engine, another difference from the Daytona which used a transaxle. However the set back placement of the engine and transmission still allowed the car to achieve a near perfect 51:49 weight distribution. The gearbox was rigidly connected to the alloy housing of the rear differential through a torque tube. There are a handful of them in the UK.

FIAT

The majority of Fiat models in the event were on the Fiat Motor club stand, and there was plenty of variety among the models chosen for display.

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.

For the UK market, Fiat called their replacement for the popular 128 saloon the Strada, figuring that the Italian name of Ritmo would be too hard for the English tongue. Few of these cars survive, more of them the sporting versions than the regular family hatches, so it was no surprise that the sole example seen here was indeed one of the hotter versions, a 105TC. Fiat started work on the Ritmo in 1972, at a time when the hatchback bodystyle for small family cars was still relatively uncommon in Europe, although Fiat had utilised it for its 127 supermini. In the intervening years, however, rival European manufacturers began launching small family hatchbacks, the most notable being the Volkswagen Golf in 1974. Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat resolved to follow the precedent set by the Fiat Mirafiori by giving its new car the Ritmo name, rather than another three digit number. Technologically, the biggest innovation of the Ritmo was not the car itself (since it was mechanically based on its predecessor, the Fiat 128) but the way in which it was manufactured at the Cassino plant. Fiat, in conjunction with its subsidiary Comau, developed the pioneering “Robogate” system which automated the entire bodyshell assembly and welding process using robots, earning the car the advertising slogan “Handbuilt by robots”, immortalised in a memorable television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini’s The Barber of Seville. The avant-garde nature of its exterior design is highlighted by large plastic bumper bars integrated into the styling (a trend that became an industry standard, thanks to this plastic’s ability to absorb small impacts without damage, unlike the then more prevalent metal bumper bars), the manner in which these intersected the front round headlights and incorporated the rear taillights plus licence plates, and how round shapes (such as the headlights, door handles and the rear edge of the roof ending in an upward sweep) were combined within overall sharp lines (e.g. from those of the sloping rear hatch and slanted rear window corners to the badges and shape of the side indicators and rear view mirrors). Its aerodynamic design resulted in an excellent — for its era — drag coefficient of Cd=0.38, The initial 4-cylinder engine range included 1.1-Litre 60 PS 1.3-litre 65 PS and 1.5-litre 75 PS petrol engines, which were reasonably refined and economical. Suspension was independent all-round, the braking system comprised front discs and rear drums and the wheels measured 13-inch in diameter. Gearboxes ranged from a standard 4-speed manual (5-speed optional on CL models) and an optional 3-speed Volkswagen-derived automatic. The Ritmo finished second in the European Car of the Year awards, finishing narrowly behind the winning car, the Simca-Chrysler Horizon – which was similar in concept. The CL range was the better-equipped model (with the 60 CL comprising 80% of total initial sales in Italy) and the whole range also distinguished itself by having numerous optional accessories unseen in past Fiat cars. These included: larger tyres; a rev counter; stereo system; safety seatbelts and headrests; passenger-side rear view mirror; split-fold rear seat; tinted windows; rear window wiper; heated rear window; metallic paint; sunroof . The instrumentation was incorporated in a rectangular pod with modular slots that could house various gauges and switches, either standard depending on the model or optional (e.g. digital clock and switches for hazard lights or adjustable-speed ventilation fan). Whilst well received in the key Italian and German markets, the first series of the Ritmo was criticised for its basic interior trim (e.g. no fabric on door panels) and other assembly shortfalls. As a consequence, Fiat quickly responded in 1979 with various revisions and the introduction of the Targa Oro (“Gold plate”) range. The latter was based on the Ritmo 65 (or 75 for export markets) and was distinguished by, among other things: a mink paint (or black for the 3-door version), gold striping plus accents in the alloy wheels, foglights, dark bumper bars and velour trim interiors. That same year, the 65 CL range could also be had with a VW-derived automatic transmission, and a 1,049 cc petrol engine built by Fiat of Brazil that had the same power and torque figures as those of the 128-derived 1.1-litre engine, was also introduced to power the “60 L” models available in some markets. At the 1980 Geneva Motor Show, a 5-door only diesel version — marketed as the Ritmo D and available in both L and CL trim — was introduced with a 1,714 cc 55PS engine.To accommodate this considerably heavier engine, the steering rack was slowed down (from 3.5 to 4 turns) and the suspension adjusted. Nonetheless, a 65.5% forward weight distribution was hard to mask and both handling and braking suffered when compared to petrol-powered Ritmos. In 1981, the Targa Oro and 75 models were replaced by the 5-door only Ritmo Super (or Superstrada in some export markets). They brought higher specification and fittings (from chrome trimmings to a more complete instrumentation and optional central locking), larger 14-inch wheels and, most significantly, revised engines with 75 PS (1300) and 85 PS (1500). This extra power was gained through slight alterations to the camshaft profile, a twin carburettor, and a twin exhaust system. Other differences included lower profile tyres (Pirelli P8) and a close-ratio 5-speed manual gearbox. The steering was also somewhat faster. By this time, the Ritmo range in Italy also included 3- and 5-door manual versions of the 75 CL and 3-door 75 CL Automatica, with the price of the popular 60CL now ranging from ₤6,868,000 to 7,180,000 for the 3- and 5-door versions, respectively. In May 1981, the first sports version, the Ritmo 105 TC, was launched. Available only as a 3-door, it was powered by a 105 PS Fiat DOHC engine with a displacement of 1,585 cc, which was derived from that used in the 131 and 132 models. This car had the same 14-inch wheels as the Ritmo Super, but with black centre hubcaps. British and Irish models had black and silver Speedline alloy wheels (5.5 x 14) as standard. Other distinguishing features relative to the normal range included: front fog lights integrated into the front bumper; integrated front spoiler combined with wheel arch extensions; black lower door paint; black mesh air intake; rear spoiler at the base of the rear window. Series 2 cars would be introduced in 1982, with more conventional frontal styling. In 1983, Fiat completed the range with the Ritmo ES (“energy saving”) models and the hot hatch, Ritmo Abarth 130 TC. The latter was based on the 125 TC (which had not been sold in the UK) but was powered by a 1,995 cc engine with power output increased to 130 PS. This was achieved by replacing the single Weber carb used in the 125 TC with twin Solex/Weber carburettors on a side-draught manifold, and via improved cam profiles. The 130 TC had a top speed of 195 km/h (121 mph) and accelerated from 0 to100 km/h (62 mph) in 7.8 seconds. It was fitted with Recaro bucket seats in Britain and it remained the only 1980s European hot hatch to continue utilise carburettors instead of fuel injection. Ignition timing was controlled electronically. Although appearing outwardly similar to the restyled 105 TC with its lower door and wheelarch trims, the 130 TC could be distinguished by its polished four-spoke alloy wheels (continued from the earlier 125 TC), aerodynamic perspex front door wind deflectors, and lower hatchback spoiler. The powerful twin-cam was mated to a close ratio five-speed ZF manual gearbox and had superior performance to its contemporary rivals, which included the Volkswagen Golf GTI, Ford Escort XR3i, Vauxhall Astra GTE and the MG Maestro. In its day, it was faster than all of them, but it found relatively few buyers.

The first generation Panda was also represented. Introduced at the 1980 Geneva Show, the Panda (Tipo 141) was designed as a cheap, easy to use and maintain, no-frills utility vehicle, positioned in Fiat’s range between the 126 and 127. It can be seen as a then-modern approach to the same niche which the Citroën 2CV and Renault 4 were designed to serve. The first Panda was designed by Giorgetto Giugiaro of Italdesign. In an interview to Turinese newspaper La Stampa published in February 1980, Giugiaro likened the Panda to a pair of jeans, because of its practicality and simplicity, and he has often said that this is his favourite of all the cars he designed. Mechanically the first Pandas borrowed heavily from the Fiat parts bin. Engines and transmissions came from the Fiat 127 and, in certain territories, the air-cooled 652 cc two-cylinder powerplant from the Fiat 126. The plan for a mechanically simple car was also evident in the rear suspension, which used a solid axle suspended on leaf springs. Later versions of the car added various mechanical improvements but this spirit of robust simplicity was adhered to throughout the life of the model. Many design features reflect the Panda’s utilitarian practicality. Examples include a seven-position adjustable rear seat which could be folded flat to make an improvised bed, or folded into a V shape to support awkward loads, or easily and quickly removed altogether to increase the overall load space. The first Pandas also featured removable, washable seat covers, door trims and dashboard cover, and all the glass panels were flat making them cheap to produce, easy to replace and interchangeable between left and right door. Much like its earlier French counterparts the Panda could be specified with a two piece roll forward canvas roof. At launch two models were available: the Panda 30, powered by a longitudinally-mounted air cooled 652 cc straight-two-cylinder engine derived from the 126, or the Panda 45, with a transversely-mounted water cooled 903 cc four-cylinder from the 127. As a consequence of the different drivetrain layout the 45 had the radiator grille to the right side, the 30 to the left. In September 1982 Fiat added another engine to the line-up: the Panda 34 used an 843 cc water-cooled unit, derived from that in the 850. It was originally reserved for export to France, Belgium, Germany, and the Netherlands. Fiat launched the Panda 45 Super at the Paris Motor Show later in 1982, with previous specification models continuing as the “Comfort” trim. The Super offered numerous improvements, most significant being the availability of a five-speed gearbox as well as improved trim. There were minor styling changes to the Super including the introduction of Fiat’s new black plastic “corporate” grille with five diagonal silver bars. The earlier grille design (metal with slots on the left for ventilation) continued on the Comfort models until the next major revision of the line-up. A 30 Super was added to the range in February 1983, offering the Super trim combined with the smaller engine. The Panda 4×4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp derived from that in the Autobianchi A112. Known simply as the Panda 4×4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear. Under normal (on-road) conditions starting was from second, with the fifth gear having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear live axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell. Minor revisions in November 1984 saw the range renamed “L”, “CL”, and “S”. Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically, however, the cars remained largely unchanged. In January 1986, the Panda received a substantial overhaul and a series of significant mechanical improvements. Most of these changes resulted in the majority of parts being changed and redesigned, making many of the pre-facelift and post-facelift Panda parts incompatible between models. The 652 cc air-cooled 2-cyl engine was replaced by a 769 cc (34 bhp) water-cooled 4-cyl unit, and the 903/965cc by a 999cc (45 bhp, 50 bhp in the 4×4) unit. Both new engines were from Fiat’s new FIRE family of 4-cylinder water-cooled powerplants with a single overhead camshaft. The rear suspension was also upgraded, the solid axle with leaf springs being replaced by a more modern dependent suspension system using a non-straight rigid axle (known as the ‘Omega’ axle) with a central mounting and coil springs (first seen on the Lancia Y10, which used the same platform). The 4×4 retained the old leaf sprung live axle set-up, presumably to avoid having to redesign the entire 4WD system. Improvements were also made to the interior and the structure. The body was strengthened and fully galvanised on later models, virtually eliminating the earlier car’s strong tendency to rust. The rear panel design was also revamped to include flared arches that mirrored those of the front wings, replacing the un-sculpted style seen on earlier models, and the doors received a slight redesign with the earlier car’s quarter light windows being removed and replaced by a full width roll-down window. The bottom seam of the facelifted model’s doors unfortunately retained much the earlier car’s susceptibility to rust. In ascending order of specification and cost, the revised range was as follows: 750L, 750CL, 750S, 1000CL, 1000S, 4×4. April 1986 saw the introduction of a 1,301 cc diesel engine with 37 bhp (a detuned 127/Uno unit). Fitted as standard with a five-speed gearbox it was only available in the basic “L” trim. A van variant of the Panda was also introduced, with both petrol and diesel engines. The van was basically a standard Panda without rear seats. The rear windows were replaced with plastic blanking panels and a small (always black) steel extension with side hinged doors was fitted instead of the usual hatchback tailgate. Neither the van nor the diesel were available in right hand drive markets. In 1987, a new entry-level model badged “Panda Young” was added to the range. This was essentially an L spec car with a 769 cc OHV engine based on the old 903 cc push-rod FIAT 100 engine and producing the same 34 bhp as the more sophisticated 769 cc FIRE unit. The Panda 4×4 Sisley limited edition was also released; this was based on the standard 4×4, but came with metallic paint, inclinometer, white painted wheels, roof rack, headlamp washers, bonnet scoop, “Sisley” badging and trim. Although originally limited to the production of only 500, in 1989 the Sisley model became a permanent model due to its popularity. In 1991, a facelift was introduced. This entailed a new front grille with a smaller five-bar corporate badge, plus revisions to trim and specifications across the range. New arrivals included the ‘Selecta’, which had a continuously variable transmission with an electromagnetic clutch. This advanced transmission was available either with the normal 999 cc FIRE engine (revised with single-point fuel injection and a catalytic converter) or an all new 1108 cc FIRE unit, fitted with electronic fuel injection and a three-way catalytic converter and producing 51 bhp. The new CLX trim also featured a five-speed gearbox as standard. The range now comprised the 750 Young (769 cc ohv), 750 and 750 CLX (both 769 cc FIRE sohc), 900 Dance (903 cc ohv), 1000 Shopping, CLX, CL Selecta and S (all with 999 cc sohc, available with or without SPI and catalytic converter depending on the market), 1100 CL Selecta (1108 cc sohc with SPI and cat) and the 4×4 Trekking (999 cc, again available with and without a cat depending on the market). The Elettra concluded the range. In 1992, the 1108 cc engine, complete with SPI and catalytic converter, replaced the 999 cc unit in the 4×4 (with 50 bhp) and also in 1992 an 899 cc (with injection and catalyst) became available, in the ‘Cafe’ special edition. This was a reduced capacity 903 cc unit, designed to meet tax requirements in some markets. From 1996 onwards, the Panda was gradually phased out across Europe, due to tightening emissions and safety legislation. The car remained in production in Italy until May 2003. Its total production run of 23 years makes the Panda one of Europe’s longest-lived small cars. Over 4,5 million were built and the car is still popular in Italy.

The Tipo (Type 160 in development speak) was styled by the I.DE.A Institute design house, and produced between 1988 and 1995. The Tipo was initially available only as a five door hatchback. The car was made entirely out of galvanised body panels to avoid rust, and was built on a completely new Fiat platform, which was later used on Fiat, Alfa-Romeo, and Lancia models. It stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear-wheel-drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years earlier. For 1989, the Tipo won the European Car of the Year award. Unveiled in January 1988, the Tipo went on sale in Europe during June 1988, and on the right-hand drive UK market from 16 July 1988, initially base (i.e.), DGT, (early Italian market DGT models were badged as ‘digit’, presumably in recognition of the digital dash, but this was quickly changed to DGT after a dispute over ownership of the name, leading to confusion about whether the model was diesel-powered) S, SX and 16v trim levels were available. Power outputs ranged from 57 to 146 bhp, with a engines of 1.1, 1.4, 1.6, 1.7, 1.8, 1.8 16v, 2.0, and 2.0 16v litre petrol engines, as well as a 1.7 and 1.9 diesel, and 1.9 turbodiesel, though not all of these were available in all markets. The 1.1 base engine was widely regarded as underpowered for the car, which was otherwise roomy for five adults and with above average equipment. This version was never sold in the UK, which initially received only the 1.4 and 1.6 versions of the Tipo, with the 1.8 and 2.0 petrol engines and the diesel powered units not being imported until the early 1990s. The smaller Uno had been a huge success there during the 1980s (peaking at more than 40,000 sales in 1988) and it was widely expected by both Fiat and by the motoring press that the Tipo would prove similarly successful, not least as the car launched into a favourable market in the UK, where none of the “big three” (Ford, Vauxhall, and Austin Rover) had launched an all new car of this size for at least four years. However, these three marques all had new Tipo sized products within three years, and increased competition reduced the Tipo’s sales. Initially it won plaudits for its innovative and practical design, as well as its good handling. It was originally sold with only 1.4 and 1.6 petrol engines, although the 16 valve 1.8 and 2.0 engines with fuel injection became available in the early 1990s. The digital dashboard of higher end models proved to be controversial and unreliable. The addition of the more powerful models did little to help, even though these were pretty good. The top of the range was the 2.0 Sedicivalvole (16 valves), which took its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era. Many thought it to be one of the best cars in its class at the time. The Tipo was facelifted in 1993 and a three door version was added, as well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver’s airbag, and side impact bars were added to the range. This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model. The Tipo ceased production in the summer of 1995, and was replaced by the three door Fiat Bravo and five-door Fiat Brava.

The Cinquecento, Tipo 170 in Fiat development parlance, was launched in December 1991, to replace the Fiat 126. It was the first Fiat model to be solely manufactured in the FSM plant in Tychy, Poland, which had been sold to Fiat by the Polish state, and where production of the Polish variant of the Fiat 126, the Polski Fiat 126p, was still running. It took 18 months before the new city car reached the UK, and its success proved that there was a market for very small cars after all, even though Renault had concluded that there was not sufficient demand for their Twingo which appeared around the same time. The Fiat sold well, and it was not long before it had a number of market rivals, such as the Ford Ka, Seat Arosa and Volkswagen Lupo. The smallest engine, intended for sale in Poland only, was a 704 cc OHV two-cylinder unit, delivering 31 bhp, an engine which was inherited from the 126p BIS. For the front-wheel drive Cinquecento, it underwent a major refurbishment (although the engine still employed a carburettor), which resulted, among other changes, in the crankshaft revolving in the opposite direction than in the 126p BIS! The bigger engine was the 903 cc 40 PS version of the veteran Fiat 100 OHV four-cylinder engine, which saw service in many small Fiat models, starting with the Fiat 850, and dating back to the initial 633 cc unit as introduced in the 1955 Fiat 600. It was fitted with single point fuel injection and was the base engine in most markets. Due to fiscal limitations, the displacement of this unit was limited to 899 cc in 1993, with a slight reduction of output, now producing 39 PS. In 1994, Fiat introduced the Cinquecento Sporting, featuring the 1108 cc SOHC FIRE 54 PS engine from the entry-level Punto of the same era, mated to a close-ratio 5 speed gearbox. Other additions were a drop in standard ride height, front anti-roll bar, 13″ alloy wheels, plus colour-coded bumpers and mirrors. The interior saw a tachometer added, along with sports seats, red seatbelts and a leather steering wheel and gear knob. It is the Sporting model which gave birth to a rallying trophy and a Group A Kit-Car version, and the Sporting is the version you see most often these days, and indeed, that was the variant seen here. Production of the Cinquecento ended in early 1998, when it was replaced by the Seicento.

Follow on to the Uno was the Punto, first appearing in 1993 and proving an immediate hit. Internally codenamed Project 176, the Punto was announced in September 1993 as a replacement for the ageing Fiat Uno and launched in the end of 1993 or the beginning of 1994, depending on the market. The Fiat Punto was voted European Car of the Year for 1995, defeating rival Volkswagen Polo by only 78 points. The Punto was designed by Giorgetto Giugiaro and was available as a three-door or five door hatchback, a two-door cabriolet and a three-door panel van. As with the majority of the new Fiat group models, suspension was all independent, composed of MacPherson struts at the front and trailing arms at the rear. Entry level in the Punto range were the 1.1 and 1.2 L petrol engines and the 1.7 diesel engine. The 1.2 engine’s actual capacity is 1242 cc, available in three versions. The first, was fitted in the Punto ELX 75 and produced 75 hp at 6000 rpm while the second, fitted to Punto ELX 85 produced 86 hp at 6000 rpm. The third was a 60 hp engine which eventually replaced the 1.1 54 hp engine. A Sporting model was also available with a 1.6 8v updated 128 SOHC engine, producing 88 hp, later replaced in 1997 by the 1.2 16v FIRE engine used in the 85 ELX, and a power drop to 86 hp. The top of the range model was the 136 PS 1.4 GT, using an evolution of the turbocharged 128 SOHC engine originally found in the Fiat Uno Turbo Mk II – capable of running over 200 km/h (120 mph) and reaching 100 km/h (62 mph) in 7.9 seconds, which came fitted with a five speed manual gearbox. During the years the GT was made in three different “series” with power 136 PS (1993–1995),133 PS (1995–1997) and 130 PS (1997–1999). Seen here was a Punto Sporting

Follow on to the Cinquecento was the Seicento, and that was represented here by the Sporting version, debuting in 1997. It did not differ much from its predecessor, retaining the same engines, chassis and general dimensions, although it did gain a minor 9 cm in length (total length of 3.34 m). At launch, the Seicento was available with three trim levels; a basic ‘S’ with black bumpers and spartan equipment and initially the 899 cc 39 PS FIAT 100 series engine; an ‘SX’ model, a slight upgrade over the ‘S’ with colour-coded bumpers, electric windows, central locking and a sunroof – which was also available as a ‘Citymatic’ with a clutchless manual gearchange – and a ‘Sporting’ with the larger FIAT FIRE series 1108 cc 55 PS engine, 20 mm (0.8 in) lower suspension and anti-roll bars added. Cosmetically, this version gained 13″ alloy wheels, sports seats. An Abarth styling kit was also available with a body kit with optional Abarth 14″ wheels a close-ratio gearbox, sill kick plates, embroidered headrests, leather gear stick and steering wheel, colour highlighted trim in the bumpers, side skirts and a spoiler also available. Both the sporting and the Abarths were available with ABS, air-conditioning and power steering but due to cost not very many owners took up the options. In 1999, the FIRE engine was used in the special ‘Suite’ version, which came with air-conditioning. A special edition ‘Soleil’ model was available in some markets, which was based on the ‘SX’ model but came with a full-length electrically-folding fabric roof. In 2001, after the update, all cars were given clear indicator lenses, with the Sporting model getting a restyled bodykit. Power steering was still an option, in lower end Seicentos. A ‘Michael Schumacher’ edition of the Sporting, with ABS and the Abarth styling kit, was also launched at this time to celebrate the Ferrari driver’s Formula One success, This model was almost identical to the Abarth kit with the exception of chrome gear stick surrounds and Michael’s signature on the boot lid and side skirt. A limited edition plate and number was also on the passenger door. In 2004, the model was withdrawn from the UK market, and production of RHD models ceased, following the arrival of the new and more practical Panda. The LHD model was facelifted, gaining a new design for the wheel rims and the introduction of the new Fiat logo to the rear. In 2005, the name Seicento was replaced by 600 (on the occasion of the 50th anniversary of the first edition, in 1955) together with some changes in the front and in versions donations: now the name Fiat is written on the seats. The new versions now were named “Class” and “50 anniversary”, thus reminding the strict relationship between this model and the previous one. Production continued until 2010 by which time over 1.33 million units had been built.

The successor to the 500 was the 126, which arrived in the autumn of 1972. Initially it was produced alongside the 500, which stayed in production until 1976. The 126 used much of the same mechanical underpinnings and layout as its Fiat 500 rear-engined predecessor with which it shared its wheelbase, but featured an all new bodyshell resembling a scaled-down Fiat 127, also enhancing safety. Engine capacity was increased from 594 cc to 652 cc at the end of 1977 when the cylinder bore was increased from 73.5 to 77 mm. Claimed power output was unchanged at 23 PS, but torque was increased from 39 Nm (29 lb/ft) to 43 Nm (32 lb/ft). A slightly less basic DeVille version arrived at the same time, identified by its large black plastic bumpers and side rubbing strips. A subsequent increase in engine size to 704 cc occurred with the introduction of the 126 Bis in 1987. This had 26 PS, and a water cooled engine, as well as a rear hatchback. Initially the car was produced in Italy in the plants of Cassino and Termini Imerese, with 1,352,912 of the cars made in Italy, but from 1979, production was concentrated solely in Poland, where the car had been manufactured by FSM since 1973 as the Polski Fiat 126p. Even after the introduction of the 126 Bis the original model continued to be produced for the Polish market. The car was also produced under licence by Zastava in Yugoslavia. Western European sales ceased in 1991, ready for the launch of the Cinquecento, but the car continued to be made for the Polish market. In 1994, the 126p received another facelift, and some parts from the Fiat Cinquecento, this version was named 126 EL. The 126 ELX introduced a catalytic converter. Despite clever marketing, the 126 never achieved the popularity of the 500, with the total number produced being: 1,352,912 in Italy, 3,318,674 in Poland, 2,069 in Austria, and an unknown number in Yugoslavia.

Fiat launched a new large saloon in 1959, the 1800 and 2100, with Pininfarina styling which looked very similar to the BMC quintet of Austin Cambridge and Morris Oxford and relatives, as well as the Peugeot 404. A versatile Estate model followed not long after. In 1961, the model received a face lift, with a new front end featuring twin headlights and an enlarged 2.3 litre 4 cylinder engine, creating the 2300. Joining the saloon and estate models was the stylish Coupe, designed by Ghia. It was available in two versions, the regular 115 bhp 2300 Coupé and the more potent 2300S Coupé which put out 150 bhp thanks to double twin-choke carburettors. The shape of the car was first seen in public when Ghia presented it as a prototype sports coupé at the 1960 Turin Motor Show. The production version was presented in 1961 and went on general sale in 1962. Having developed the coupé body, Ghia lacked the production capacity needed for the volumes envisaged, and were obliged to subcontract its production to OSI. The coupé body was welded to the standard floor platform of the 2300 saloon with which it shared its core components. (Despite being a new model, the 2300 saloon was in most respects a well-proven design, being a larger engined version of the Fiat 2100 that had been available since 1959. The wheelbase was identical, but the coupé had a slightly wider track at both ends than the saloon, and final drive gearing for the coupé was increased to 3.9 (3.72 for the 2300S coupé) which translated to 20.9 mph per 1,000 rpm. Inside the 2300 Coupé featured power operated windows and other luxury fittings. It was a costly car and only sold in small quantities, with production ceasing in 1968.

Among my favourite cars of all time are the Fiat Dino Coupe and Spider and I was pleased to see a fabulous example of the Spider here. They came about because of Enzo Ferrari’s need to homologate a V6 engine for Formula 2 racing cars. In 1965 the Commission Sportive Internationale de la FIA had drawn up new rules, to be enacted for the 1967 season. F2 engines were required to have no more than six cylinders, and to be derived from a production engine, from a road car homologated in the GT class and produced in at least 500 examples within 12 months. Since a small manufacturer like Ferrari did not possess the production capacity to reach such quotas, an agreement was signed with Fiat and made public on 1 March 1965: Fiat would produce the 500 engines needed for the homologation, to be installed in a yet unspecified GT car. The Fiat Dino was introduced as a 2-seater Spider at the Turin Motor Show in October 1966; a 2+2 Coupé version, built on a 270 mm (10.6 in) longer wheelbase, bowed a few months later at the Geneva Motor Show in March 1967. The two bodies showed very different lines, as they had been designed and were manufactured for Fiat by two different coachbuilders: the Spider by Pininfarina, and the Coupé by Bertone—where it had been sketched out by Giorgetto Giugiaro. Curiously the Spider type approval identified it as a 2+1 seater. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim. The car was offered with an all-aluminium DOHC 2.0 litre V6, coupled to a 5-speed manual transmission. The same 2.0-litre engine was used in mid-engined, Ferrari-built Dino 206 GT, which was introduced in pre-production form at the 1967 Turin Motor Show and went on sale in 1968. Fiat quoted 160 PS (158 hp) for the Fiat Dino, while in 1967 Ferrari—presenting the first prototype of the Dino 206 GT—claimed 180 hp despite both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination. Jean-Pierre Gabriel in “Les Ferraris de Turin” notes that, “La declaration de Ferrari ne reposait sur aucun fondament technique”—Ferrari’s statement had no technical basis. The real reason for this difference was a mistake in between quotes made in SAE and BHP power output. In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models. The Fiat Dino 2400 premiered in October 1969 at the Turin Motor show; besides the larger engine, another notable improvements was independent rear suspension. The V6 now put out 180 PS, and used a cast iron instead of the previous light alloy engine block; the same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206. Whereas the original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers, 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds; the Dino 2400 had much better pickup, and it was found more usable, even in city traffic. Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 tyres, and up-sized brake discs and callipers. Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips. Inside only the coupé received an entirely redesigned dashboard and new cloth seats, with optional leather seat upholstery; front seat headrests were standard on the coupé and optional on the spider. Spider and coupé bodies were produced respectively by Pininfarina and Bertone. 2.0-litre and early 2.4-litre cars were assembled by Fiat in Rivalta di Torino. Starting from December 1969 the Fiat Dino was assembled in Maranello on Ferrari’s production line, alongside the 246 GT. Between 1966 and 1969 there were 3,670 2.0-litre coupés and 1,163 2.0-litre spiders made; with only 420 built, the 2400 Spider is the rarest of the Fiat’s Dinos. Of the total 7,803 Fiat Dino produced, 74% were the popular coupés and only 26% were spiders. Spiders are worth big money now – good ones are over £100k – which means that the car is way beyond my means, but every time I see one, I go weak at the knees. To my eyes, it is one of the best looking cars ever made.

The 500 Owners Club had their own stand here, with a number of cars from the Nuova 500 family here, 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.

The X1/9 Owners Club had their own stand for a model which followed a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini. The Runabout was powered by the same engine as the Autobianchi A112. Designed around the all-new 128 SOHC engine and with the gearbox (transmission) from the front wheel drive Fiat 128, the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The layout also located the fuel tank and spare wheel side by side ahead of the engine, directly behind the seats — optimising the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear. Unlike Fiat’s marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat’s prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9 was thus the ninth passenger car developed using the nomenclature. The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate. The car was developed for release for European sales in 1972 to replace the 850 spider by Bertone. It was not intended as a replacement for the 124 Sport spider and production of the 124 spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the “Bertone” X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. The last production models were named the Gran Finale and sold over the 1989/1990 period. They were a dealer modification of the special edition (commonly abbreviated to SE) of 1988/1989, with the addition of a rear spoiler and “gran finale” badges.

FORD

There were large numbers of Classic Ford models here. There is no overall Club, so instead there were lots of stands for individual models, with almost every different model family that the Blue Oval produced from the 50s through to the 90s and a few more recent cars on display.

The oldest Fords, of course, are all American, as it was only in the 1930s that production started in Europe. Among the early models on show here was the once ubiquitous Model T.

The Ford Model A was the Ford Motor Company’s second market success after its predecessor, the Model T. First produced on October 20, 1927, but not introduced until December 2, it replaced the venerable Model T, which had been produced for 18 years. This new Model A (a previous model had used the name in 1903–04) was designated a 1928 model and was available in four standard colours. By February 4, 1929, one million Model As had been sold, and by July 24, two million. The range of body styles ran from the Tudor at US$500 (in grey, green, or black) to the Town Car with a dual cowl at US$1200. In March 1930, Model A sales hit three million, and there were nine body styles available. Prices for the Model A ranged from US$385 for a roadster to US$1400 for the top-of-the-line Town Car. The engine was a water-cooled L-head inline four with a displacement of 3.3 litre. This engine provided 40 bhp. Top speed was around 65 mph (105 km/h). The Model A had a 103.5 in (2,630 mm) wheelbase with a final drive ratio of 3.77:1. The transmission was a conventional unsynchronized three-speed sliding gear manual with a single speed reverse. The Model A had four-wheel mechanical drum brakes. The 1930 and 1931 models were available with stainless steel radiator cowling and headlamp housings. The Model A came in a wide variety of styles including a Coupe (Standard and Deluxe), Business Coupe, Sport Coupe, Roadster Coupe (Standard and Deluxe), Convertible Cabriolet, Convertible Sedan, Phaeton (Standard and Deluxe), Tudor Sedan (Standard and Deluxe), Town Car, Fordor (five-window standard, three-window deluxe), Victoria, Town Sedan, Station Wagon, Taxicab, Truck, and Commercial. The very rare Special Coupe started production around March 1928 and ended mid-1929. The Model A was the first Ford to use the standard set of driver controls with conventional clutch and brake pedals, throttle, and gearshift. Previous Fords used controls that had become uncommon to drivers of other makes. The Model A’s fuel tank was situated in the cowl, between the engine compartment’s fire wall and the dash panel. It had a visual fuel gauge, and the fuel flowed to the carburettor by gravity. A rear-view mirror was optional. In cooler climates, owners could purchase an aftermarket cast iron unit to place over the exhaust manifold to provide heat to the cab. A small door provided adjustment of the amount of hot air entering the cab. The Model A was the first car to have safety glass in the windshield. Model A production ended in March 1932, after 4,858,644 had been made in all body styles. Its successor was the Model B, which featured an updated inline four-cylinder engine, as well as the Model 18, which introduced Ford’s new flathead (sidevalve) V8 engine.

Ford produced three cars between 1932 and 1934: the Model B, the Model 18, and the Model 46. These succeeded the Model A. The Model B had an updated four cylinder and was available from 1932 to 1934. The V8 was available in the Model 18 in 1932, and in the Model 46 in 1933 & 1934. The 18 was the first Ford fitted with the flathead V‑8. The company also replaced the Model AA truck with the Model BB, available with either the four- or eight-cylinder engine. Rather than just updating the Model A, Ford launched a completely new vehicle for 1932. The V8 was marketed as the Model 18 in its initial year, but was commonly known as the Ford V‑8. It had the new flathead V8 engine. The Model 18 was the first low-priced, mass-marketed car to have a V8 engine, an important milestone in the American automotive industry. The 221 cu in (3.6 l) V8 was rated at 65 hp but power increased significantly with improvements to the carburettor and ignition in succeeding years. The V8 was more popular than the four-cylinder, which was essentially a variant of the Model A engine with improvements to balancing and lubrication. Model B was derived with as few technical changes as possible to keep cost low. Other than the engine, and badging on headlamp support bar (later: grille) and hub caps, it was virtually indistinguishable from the V-8. Its intention was to be a price leader, and as it offered more than the popular Model A, this should have been a winning formula. In fact, the new and only slightly more expensive V-8 stole the show, and finally made it obsolete. The V8 engine was previously exclusive to Lincoln products, which in 1932 switched to V12 engines only. Although there is a certain visual similarity with the predecessor Model A, the car was new. While the Model A has a simple frame with two straight longitudinal members, the new car got a longer wheelbase, and an outward curved, double-dropped chassis. In both models the fuel tank is relocated from the cowl as in Model A and late Model T, where its back formed the dash, to the lower rear of the car, as is typical in modern vehicles; thus requiring Ford to include an engine-driven fuel pump rather than rely on gravity feed. While the V8 was developed from scratch, the B just had an improved four-cylinder Model A engine of 201 cu in (3.29 L) displacement producing 50 bhp. When Ford introduced the Model A in late 1927, there were several competitors also offering four-cylinder cars, among them Chevrolet, Dodge, Durant, or Willys. That changed within a few years, soon leaving the new Plymouth the sole major make in the Ford’s price class with a four. Although sharing a common platform, Model Bs and Model 18s came not only in Standard and Deluxe trim, they were available in a large variety of body styles. Some of them, such as the commercial cars described below, were only available as Standards, and a few other came only in Deluxe trim. There were two-door roadster, two-door cabriolet, four-door phaeton, two and four-door sedans, four-door “woodie” station wagon, two-door convertible sedan, panel and sedan deliveries, five-window coupe, a sport coupe (stationary softtop), the three-window Deluxe Coupe, and pickup. The wooden panels were manufactured at the Ford Iron Mountain Plant in the Michigan Upper Peninsula from Ford owned lumber. One of the more well known and popular models was the two-door Victoria, which was largely designed by Edsel Ford. It was a smaller version of the Lincoln Victoria coupe, built on the Lincoln K-series chassis with a V8 engine; by 1933 Lincoln no longer used a V8 and only offered the V12, with the V8 now exclusive to Ford branded vehicles. Prices ranged from US$495 for the roadster, $490 for the coupes, and $650 for the convertible sedan. Production totals numbered from 12,597 for the roadster to 124,101 for the two-door sedan. Ford sold 298,647 V8-powered 18s in 1932, and except for the fact Ford could not keep up with V8 demand, the essentially identical four-cylinder B would have been a sales disaster: dealers switched customers to them from the V8, and even then sold only 133,539, in part because the V8 cost just US$10 more. The B was discontinued because buyers disliked four-cylinder models in general, and because of the huge success of the V8, not for being an inferior car. In fact, it persisted a little longer in Europe, where in many countries the tax system heavily favoured smaller-displacement engines. Today, the 1932 Model B, although always a little bit in the shadow of the V8, is a highly collectible car and people will pay thousands of dollars to restore one to original specification, which is ironic, as they were once cheap “throwaway” cars popular with hot rodders who would tear them apart and use them as the basis for a “build”, which is partly why it is so hard to find an unaltered specimen today

Sometimes referred to as the Model C, the Ten was built by Ford UK between 1934 and 1937. The car was also assembled in Spain (Barcelona) between 1934 and 1936. The German version produced in the same period was named the Ford Eifel. The car used an enlarged version of the side valve engine fitted to the Ford Model Y; it was increased to a capacity of 1172 cc by increasing the bore from 56.6 mm to 63.5 mm but keeping the stroke at 92.5 mm. A standard engine would produce 30 bhp at 4000 rpm. This engine became a favourite for many engine tuners post-WWII and gave a start to several sports car makers including Lotus Cars, and remained in production until 1962. Suspension was by the Ford system of transverse leaf springs with rigid axles front and rear, a system little changed since the Model T. A three speed gearbox was fitted. A four-seat tourer, now much sought after, joined the saloons in mid 1935 and a de-luxe version, the CX, with chromium-plated trim was available from late 1935 to early 1937. The car could reach 70 mph (110 km/h) and return 35 mpg.

Known as the Model E71A, the Pilot was an upper-medium sized car that was built by Ford in the UK from August 1947 to 1951, at which point it was effectively replaced with the launch of Ford UK’s Zephyr Six and Consul models, though V8 Pilots were still offered for sale, being gradually withdrawn during that year. During the period of manufacture 22,155 cars were produced. The majority of Pilots were four door saloons, with a small number of Estate cars and Pickups (these last for export only). Among the cars shown here were a hearse and a wreck truck.

The Mark I Ford Consul and Zephyr models were first displayed at the Earls Court Motor Show in 1950, the first British cars to use in mass production the MacPherson Strut independent front suspension which is widely used today. Production began with the Consul on 1 January 1951. The first of the Zephyr range was a lengthened version of the four-cylinder 1,508 cc Consul, with a 2,262 cc six-cylinder engine producing 68 bhp Like the Consul, the Zephyr came with a three-speed gear box, controlled by a column-mounted lever. The front suspension design, based on that first seen in the Ford Vedette, employed what would later come to be known as MacPherson struts while a more conventional configuration for the rear suspension used a live axle with half-elliptic springs. The car could reach just over 80 mph and 23 mpg. The Ford Zephyr Six was available with 4-door saloon, estate and two-door convertible bodies. The convertible version was made by Carbodies and had a power-operated hood; the estate car was by Abbotts of Farnham and was sold as the Farnham.

In 1953, Ford released the 100E, designed by Lacuesta Automotive. It was a completely new car, its style following the example of the larger Ford Consul introduced two years earlier and of its German counterpart, the Ford Taunus P1, by featuring a modern three-box design. The 100E was available as a two-door Anglia and a four-door Prefect. During this period, the old Anglia was available as the 103E Popular, touted as the cheapest car in the world. Internally there were individual front seats trimmed in PVC, hinged to allow access to the rear. The instruments (speedometer, fuel gauge and ammeter) were placed in a cluster around the steering column and the gear change was floor mounted. A heater and radio were optional extras. The dashboard was revised twice; the binnacle surrounding the steering column was replaced by a central panel with twin dials towards the driver’s side in 1956; the last from 1959 had twin dials in a binnacle in front of the driver and ‘magic ribbon’ AC speedo similar to the 1957 E-series Vauxhall Velox/Cresta and ’58/’59 PA models, and included a glovebox. Under the bonnet the 100E still housed an antiquated, but actually new, 36 bhp side-valve engine sharing the bore and stroke of the old unit but now with larger bearings and inlet valves and pump-assisted cooling. The three-speed gearbox was retained. Some models were fitted with a semi-automatic “Manumatic” gearbox. A second windscreen wiper was now included at no extra cost, although the wipers’ vacuum-powered operation was also retained: by now this was seen as seriously old-fashioned and the wipers were notorious for slowing down when driving up steep hills, or coming to a complete rest when trying to overtake. The separate chassis construction of the previous models was replaced by unitary construction and the front suspension used “hydraulic telescopic dampers and coil springs” – now called MacPherson struts, a term that had not yet entered the public lexicon – with anti-roll bar and semi-elliptic leaf springs at the rear. The car’s 87-inch wheelbase was the shortest of any Anglia, but the front and rear track were increased to 48 inches, and cornering on dry roads involved a degree of understeer: the steering took just two turns between locks, making the car responsive and easy to place on the road, although on wet roads it was too easy to make the tail slide out. A rare option for 1957 and 1958 was Newtondrive clutchless gearchange. The electrical system became 12 volt. A facelift of the Anglia 100E was announced in October 1957. This included a new mesh radiator grille, new front lamp surrounds, a larger rear window, larger tail lights and chrome bumpers. The 100E sold well; by the time production ceased in 1959, 345,841 had rolled off the production line.

Ford replaced their large cars in 1956, with new models using the same names as their predecessors, Consul, Zephyr and Zodiac. The styling was all new and with a decidedly American theme to it. As before, the Consul had a 4 cylinder engine, now of 1700cc capacity and the Zephyr and Zodiac had in-line 6 cylinder units These were enlarged to 2,553 cc with power output correspondingly raised to 86 bhp The wheelbase was increased by 3 inches to 107 inches and the width increased to 69 inches. The weight distribution and turning circle were also improved. Top speed increased to 88 mph and the fuel consumption was also improved at 28 mpg. Following a styling revision in 1959, the models are now referred to as “Highline” or “Lowline”, depending on the year of manufacture — the difference being 1.75 in being cut from the height of the roof panel. The “Highline” variant, the earlier car, featured a hemispherical instrument cluster, whereas the “Lowline” had a more rectangular panel. A two-door convertible version was offered with power-operated hood. Because of the structural weaknesses inherent in the construction of convertibles, few convertibles are known to survive, and these are particularly highly prized these days. Seen here were all bodystyles, with a Consul, a Zephyr convertible, one of the Abbott-converted Estate cars as well as a rare South African-built pickup

Well known now, thanks to a starring role in the Harry Potter films is the Anglia 105E, a model that Ford launched in October 1959. It was a basic car, even in the better selling De Luxe version, so it was not surprising that Ford introduced a more powerful and luxurious model from 1962, the 123E Anglia Super. It had a larger 1198 cc engine and other refinements. Towards the end of the run Ford experimented with two colours of metallic paint on the Anglia, “Blue Mink” and “Venetian Gold”. 250 were made in the Blue and 500 were made in the Gold. Anglia saloons were provided with various levels of trim. The base model was the Standard, and this sported no chromework, painted rear light surrounds, steel slatted grille and limited interior trim. The deluxe had a chrome side strip, chrome rear lights, glovebox lid, sun visor and full width chrome radiator grille while the top of the range, also seen here, was the Super, which had twin chrome side strips, contrasting coloured roof and side flash, plusher interior trim, together with the 1198 cc engine and a gearbox with synchromesh on first gear. There were several examples of the model brought back to popularity following a starring role in Harry Potter, in both saloon form, including one with the Touring Kit which saw the spare wheel mounted outside the car, as well as the estate and a rare van converted with side windows and rear seats added.

Known as the Misfit, this amazing looking creation was not surprisingly, attracting a lot of interest. Start point was a 1963 105E Anglia but an awful lot has been changed in the build of this machine which is now powered by a super-charged BMW engine out of an M3.

One of the shortest lived of all Ford models is the Consul Classic and Capri ranges. The Ford Consul Classic is a mid-sized car that was launched in May 1961 and built by Ford UK from 1961 to 1963. It was available in two or four door saloon form, in Standard or De Luxe versions, and with floor or column gearshift. The name Ford Consul 315 was used for export markets. The Ford Consul Capri was a 2-door coupé version of the Classic, and was available from 1961 until 1964. The 1,340 cc four-cylinder engine was replaced in August 1962 by an over-square 1,498 cc engine with a new five-bearing crankshaft and a new gearbox with syncromesh on all four forward ratios. Steering and suspension also received “greased for life” joints. The Classic (and related Consul Capri) had the right-hand-drive and home market Ford code of 109E (but 110E if L.H.D.) for 1961–1962 models with 1340cc engines, or 116E (but 117E for L.H.D.) for 1962–63 manufacture with 1500cc engines. Those codes also distinguish the gearboxes and steering components which are not greasable on later cars, so cutting first-user servicing costs. Despite all these codes the cars all looked the same throughout production 1961–1963, the visual distinctions being the number of doors, the trim & equipment level between Standard and De Luxe and the choice of colours. The Classic was made by Ford to be “suitable for the golf club car park”, and was originally intended for introduction earlier and deletion later than actually occurred. The styling exercises were mainly undertaken in 1956 under Colin Neale. The main styling cues came straight from Dearborn, as they so often did, defining the car as a scaled-down Galaxie 500, from the waist down, topped with a Lincoln Continental roofline. Other aspects of R&D followed, and it is likely that a recognisably similar car could have been introduced in 1959 subject to different senior management decisions. In practice the run-away early success of the Anglia (1959 on) used up most of the car manufacturing capacity at Dagenham, vindicating the decision to compete against the BMC Mini (the Halewood plant did not open until 1963). Ford therefore entered the 1960s with the small Anglia, Popular and Prefect, the big “three graces” launched back in 1956, and not the mid-size market Classic. The Ford Classic was similar in appearance to the more popular Ford Anglia, featuring the same distinctive reverse-rake rear window. This feature was imported from the 1958 Lincoln Continental where it was necessitated by the design requirement for an opening (“breezeway”) rear window. With quad headlamps and different frontal treatment it was longer, wider and so heavier than the Anglia. In fact, from the windows down the body design was a scaled-down version of Ford’s large, US Ford Galaxie. Inside, the separate front seats and rear bench had a standard covering of PVC but leather was available as an option. There was a choice of floor-mounted or column-mounted gear change. Single or two-tone paint schemes were offered. Several of the car’s features, unusual at the time, have subsequently become mainstream such as the headlight flasher (“found on many Continental cars”) and the variable speed windscreen wipers. The boot or trunk capacity was exceptionally large, with a side-stowed spare-wheel well, and more important, the huge high-lift sprung lid allowed a great variety of loads to be both contemplated and packed. At 21 cubic feet, this was 15% larger than the Zodiac MK2 and had obvious advantages for business use. The Consul Classic was also mechanically similar to the Anglia, and used slightly larger 1340 cc and, from 1962, 1498 cc, variants of the Ford Kent Engine. The car had front 9.5 in (241 mm) disc brakes and was fitted with a four-speed gearbox: early cars provided synchromesh on the top three ratios, while the arrival of the 1498 cc version coincided with the provision of synchromesh on all forward gears. Suspension was independent at the front using MacPherson struts, and at the rear the live axle used semi elliptic leaf springs. A contemporary road tester was impressed, noting that “probably the most impressive thing about the Classic is its road holding”. The Consul Classic was complex and expensive to produce and was replaced in 1963 by the Ford Corsair which was largely based on Ford Cortina components. Only 111,225 Classics and 18,716 Capris were produced (Including 2002 ‘GT’ Versions). These are small numbers by Ford standards, and probably indicative of the public not taking to the controversial styling along with the availability of the cheaper, similar-sized Cortina.

The Consul Capri was a two-door coupé version of the Classic saloon. The Capri Project was code named “Sunbird” and took design elements from the Ford Thunderbird and the Ford Galaxie Sunliner. It was instigated by Sir Horace Denne, Ford’s Sales Export Director. He wanted a “co-respondent’s” car to add glamour to the product line. It was designed by Charles Thompson who worked under Colin Neale and had sweeping lines, a large boot space and a pillarless coupé roof. On its September 1961 announcement, the Consul Capri was available for export only, but went on sale to the domestic British market in January 1962. The bodies were sub-assembled by Pressed Steel Company, with only final assembly of the drivetrain taking place at Dagenham and from February 1963 at Halewood. It was intended as part of the Ford Classic range of cars but the body was complex and expensive to produce. With new production methods, time demands from Dearborn and a need to match opposition manufacturers in price, the Ford Classic and Consul Capri were almost doomed from the start. The Consul Capri was fitted with a variety of Ford Classic De-Luxe features, including four headlights, variable speed wipers, 9.5 in (241 mm) front disc brakes, dimming dashboard lights and a cigar lighter. The four-speed transmission was available with either a column or floor change. It was proclaimed as “The First Personal car from Ford of Great Britain”. Initially fitted with a 1340 cc three-main-bearing engine (model 109E), the early cars were considered underpowered and suffered from premature crankshaft failure. Engine capacity was increased in August 1962 to 1498 cc (model 116E) and this engine with its new five-bearing crankshaft was an improvement. The first 200 Capris were left-hand-drive cars for export including Europe and North America. In Germany, at the 1961 Frankfurt Auto show, Ford sold 88 Capris. In February 1963 a GT version (also 116E) was announced. The new GT engine, developed by Cosworth, featured a raised compression ratio to 9:1, a modified head with larger exhaust valves, an aluminium inlet manifold, a four branch exhaust manifold and, most noticeably, a twin-choke Weber carburettor – this being the first use of this make on a British production car. The same engine was announced for use in the Ford Cortina in April 1963. The Consul Capri was the first Ford to use “GT” as a model derivative worldwide. Overall the car was very expensive to produce and in the latter part of its production was running alongside the very popular Ford Cortina. Sales were disappointing and the Consul Capri was removed from sale after two and a half years with 19,421 sold, of which 2002 were GT models. 1007 cars were sold in 1964, the last year of production, 412 of them being GTs. The Consul Capri was discontinued in July 1964. The Consul Capri (335) is one of the rarest cars from Ford of Great Britain.

In early 1962 Ford replaced the existing Consul/Zephyr/ Zodiac range with a dramatically restyled model although the new cars did share some of the mechanical components, as well as the basic chassis design, with the Mark II models. At the bottom of the range, the Consul name disappeared, to be replaced by Zephyr 4. Once again, the range was topped by the Zodiac, which was an upmarket version of the Zephyr 6, but differed considerably from that model with its limousine-type rear doors, sharper roofline with a much narrower C-pillar, a revised rear end, a unique grille with four headlights instead of two, exclusive bumper bars, plusher seating, and up-market upholstery, dashboard and interior fittings. A choice of individual or bench front seat was available trimmed in leather or cloth. The front doors and bonnet panels were shared with the Zephyr 6. The Executive version had extra luxury fittings again. The 2553 cc single-carburettor six-cylinder engine was improved internally to increase the power output to 109 bhp and a new four-speed all synchromesh transmission with column change was fitted. The brakes, servo assisted, use discs at the front and drum at the rear. On test with The Motor magazine in 1962, the Zodiac Mark 3 had a top speed of 100.7 mph and could accelerate from 0-60 mph in 13.4 seconds and it delivered a touring fuel consumption of 22.6 mpg. The test car cost £1070 including taxes on the UK market. Mark 3 models were produced for 4 years before being replaced by the Mark IV in January 1966.

There were several representatives of the Mark 1 Cortina here. Using the project name of “Archbishop”, management at Ford of Britain in Dagenham created a family-sized car which they could sell in large numbers. The chief designer was Roy Brown Jr., the designer of the Edsel, who had been banished to Dagenham following the failure of that car. The car was designed to be economical, cheap to run and easy and inexpensive to produce in Britain. The front-wheel drive configuration used by Ford of Germany for the new Ford Taunus P4, a similarly sized model, was rejected in favour of traditional rear-wheel drive layout. Aimed at buyers of the Morris Oxford Farina and Vauxhall Victor, the car was launched as the Consul Cortina was launched on 20 September 1962. with a 1,198 cc three-bearing engine, which was an enlarged version of the 997 cc engine then fitted in the Ford Anglia. A few months later, in January 1963, the Cortina Super was announced with a five-bearing 1,498 cc engine. Versions of the larger engine found their way into subsequent variations, including the Cortina GT which appeared in spring 1963 with lowered suspension and engine tuned to give a claimed output of 78 bhp ahead of the 60 bhp claimed for the Cortina 1500 Super. The engines used across the Mark I range were of identical design, differing only in capacity and setup. The formula used was a four-cylinder pushrod design that came to be known as the “pre-crossflow” version as both inlet and exhaust ports were located on the same side of the head. The most powerful version of this engine (used in the GT Cortina) was 1,498 cc and produced 78 bhp. This engine contained a different camshaft profile, a different cast of head featuring larger ports, tubular exhaust headers and a Weber double barrel carburettor. Advertising of the revised version, which appeared at the London Motor Show in October 1964, and which dropped the Consul name from its official designation, made much of the newly introduced “Aeroflow” through-flow ventilation, evidenced by the extractor vents on the rear pillars. A subsequent test on a warm day involving the four different Cortina models manufactured between 1964 and 1979 determined that the air delivery from the simple eyeball outlets on the 1964 Mark I Cortina was actually greater than that on the Mark II, the Mark III or the Mark IV. The dashboard, instruments and controls were revised, for the second time, having already been reworked in October 1963 when round instruments replaced the strip speedometer with which the car had been launched: twelve years later, however, the painted steel dashboard, its “knobs scattered all over the place and its heater controls stuck underneath as a very obvious afterthought” on the 1964 Mark I Cortina was felt to have aged much less well than the car’s ventilation system. It was also in 1964 that front disc brakes became standard across the range. The Mark 1 Cortina was available as a two-door and four-door saloon, as well as in five-door estate (from March 1963) forms. Standard, Deluxe, Super, and GT trims were offered but not across all body styles. Early Standard models featured a simple body coloured front grille, earning it the nickname ‘Ironbar’. Since this version cost almost the same as the better equipped Deluxe it sold poorly and is very rare today. Options included heater and bench seat with column gearchange. Super versions of the estates offered the option of simulated wood side and tailgate trim. In an early example of product placement many examples of the brand new Cortina featured as “Glamcabs” in the comedy film Carry On Cabby.

The Ford Consul Corsair (later known simply as the Ford Corsair), was introduced at the London Motor Show in October 1963 and was available as either a saloon or estate from 1964 until 1970. There was also a convertible version built by Crayford, which is now very rare and highly sought after as a classic. Two-door Corsair saloons are also rare, being built only to order in the UK, although volume two-door production continued for some export markets. Only one example of the fleet model, the Consul Corsair Standard, is known to exist. The Corsair replaced the Consul Classic range and was essentially a long wheelbase re-skinned Cortina (the windscreen and much of the internal panelling was the same). The Corsair had unusual and quite bold styling for its day, with a sharp horizontal V-shaped crease at the very front of the car into which round headlights were inset. This gave the car an apparently aerodynamic shape. The jet-like styling extended to the rear where sharply pointed vertical light clusters hinted at fins. The overall styling was shared with the early 1960s Ford Thunderbird. This American styling cue was originally inspired by a styling study for the upcoming 1960 Ford Taunus in Germany that Ford designer Elwood Engel saw on a visit. He utilized its front end design in both the 1961 Thunderbird and Lincoln Continental. In 1964 Tony Brookes and a group of friends captured 15 International class G World records at Monza in Italy with a Corsair GT. The car was initially offered with the larger 60 bhp single carburettor, 1.5 L Kent engine that was also used in the smaller Cortina, in standard and GT form. The range was revised in September 1965, adopting new Ford Essex V4 engines, making it rough at idle and coarse on the road. This engine was available in 1663 cc form at first, but later in 1966, a larger 2.0 litre L version was offered alongside. One marketing tag line for the V4 models was “The Car That Is Seen But Not Heard”, which was a real stretch of the ad man’s puff, given the inherent characteristics of the engine. The other tag was “I’ve got a V in my bonnet”. A 3.0 litre conversion using the Ford Essex V6 engine was one of the options available via Crayford Engineering. An estate car by Abbott was added to the range on the eve of the Geneva Motor Show in March 1966, and in 1967, the Corsair underwent the Executive treatment like its smaller Cortina sibling, resulting in the 2000E model with dechromed flanks, which necessitated non-styled-in door handles, special wheel trims, reversing lights, a vinyl roof, and upgraded cabin fittings. The 2000E, priced at £1,008 in 1967, was positioned as a cut price alternative to the Rover 2000, the introduction of which had effectively defined a new market segment for four cylinder executive sedans in the UK three years earlier: the Corsair 2000E comfortably undercut the £1,357 Rover 2000 and the £1,047 Humber Sceptre. A five-seater convertible and a four-seater cabriolet conversion were available via Crayford Engineering. Only 18 Cabriolets were built using technology from Karl Deutsche in Germany. Only 4 are known to survive. The Corsair was replaced by the Mk 3 Cortina in 1970, at which time the enlarged Cortina became Ford’s mid-sized car, and a new smaller model, the Escort, had already filled in the size below. The new Ford Capri took on the performance and sporty aspirations of the company. Over its six-year production, 310,000 Corsairs were built – of which approximately 350 are thought to survive. Conversely, of the 100 convertibles built around 75 have survived.

In 1961, Ford began a complete redesign on the Zephyr, under the title of “Project Panda”. As the car used the new V-series engines, the then traditional long bonnet concept created a problem until design engineer Harley Copp required that the car was both larger and had more internal space, and came up with the idea of placing the spare wheel ahead of the radiator on an angle. The result was a vehicle of similar dimensions to the North American Ford Fairlane. The Mk IV range was launched, not at an October motor show, but in early 1966 with new V-format engines, the 4 having a 1,996 cc V4 and the 2,495 cc V6 unit. The independent suspension was aided by servo-assisted disc brakes on all wheels. Criticism of the handling of early examples in the UK led to the fitting as standard of radial-ply tyres on the larger-engined version in place of the more conventional (in the UK at that time) cross-ply tyres with which all versions were shod at the 1966 launch, and the retro-fitting of radial-ply tyres to early examples addressed the tendency of the rear wheels to slide uncontrollably in wet weather, justifying in the process Ford’s investment in a new and relatively sophisticated rear suspension arrangement for the Mark IVs. Even after that a contemporary nevertheless opined that the ride involved a certain amount of ‘float’, and reported that the nose-heavy handling called for a ‘strong driver’, a problem which the more expensive Zodiac and Executive versions mitigated through the fitting as a standard feature of power assisted steering. Cost constraints precluded adding power assisted steering for the Zephyr, but during its production run the steering ratio was lowered which reduced the strength needed to change direction by increasing the number of turns between locks from 5.5 to an even higher 6.4. Another production modification for the 4-cylinder Zephyr involved redesigning the valve gear in order to eliminate the need on the early Mk IVs for frequent tappet adjustments. The size of the bonnet was emphasized by square cut styling of the wings. A practical use was found for some of the extra space in front of the driver: the spare wheel was stored, ahead of the engine, under the bonnet, freeing up space at the other end of the car for more luggage. Although large, the car, at least in its Zephyr form, was not particularly luxurious. Individual front seats were available at extra cost, but the standard front bench-seat was described by one commentator who ran the car on a long-term test as being intended for people no taller than 5 ft 8 in (1.72 m) who have the right leg 3 inches (8 cm) shorter than the left. An estate version of the Zephyr Mark IV was announced just in time for the London Motor Show in October 1966, though deliveries commenced only in January 1967. As with the earlier Zephyrs, volumes did not justify tooling up for estate production at the Dagenham plant, and the cars were instead built by E.D. Abbott Ltd of Farnham, based on part finished saloons received from Ford. The Mark IV Zephyr estates (like their more expensive Zodiac siblings) came with black vinyl-covered roof, a fashionable distinguishing feature of upmarket vehicles at the time: retention unchanged of the saloon’s rear light clusters attracted criticism, however, because of the way it narrowed the rear hatch opening at floor level when compared to the arrangements on the cheaper Ford Cortina estates.

The second incarnation of the Cortina was designed by Roy Haynes, and launched on 18 October 1966, four years after the original Cortina. Although the launch was accompanied by the slogan “New Cortina is more Cortina”, the car, at 168 in long, was fractionally shorter than before. Its 2 1⁄2 inches of extra width and curved side panels provided more interior space. Again, two-door and four-door saloons were offered with base, Deluxe, Super, GT and, later, 1600E trims available, but again, not across all body styles and engine options. A few months after the introduction of the saloon versions, a four-door estate was launched, released on the UK market on 15 February 1967: much was made at the time of its class topping load capacity. Other improvements included a smaller turning circle, softer suspension, self-adjusting brakes and clutch together with the availability on the smaller-engined models, for the UK and some other markets, of a new five bearing 1,300 cc engine. A stripped-out 1,200 cc version running the engine of the Ford Anglia Super was also available for certain markets where the 1,300 cc engine attracted a higher rate of tax. The 1,500 cc engines were at first carried over, but were discontinued in July 1967 as a new engine was on its way. A month later, in August, the 1,300 received a new crossflow cylinder head design, making it more efficient, while a crossflow 1,600 replaced the 1,500. The new models carried additional “1300” or “1600” designations at the rear. The Cortina Lotus continued with its own unique engine, although for this generation it was built in-house by Ford themselves. The Cortina was Britain’s most popular new car in 1967, achieving the goal that Ford had been trying to achieve since it set out to create the original Cortina back in 1962. Period reviews were favourable concerning both the styling and performance. For 1969, the Mark II range was given subtle revisions, with separate “FORD” block letters mounted on the bonnet and boot lids, a blacked out grille and chrome strips on top and below the taillights running the full width of the tail panel marking them out.

Sporting Escorts appeared only a matter of months after the launch of the regular 1100 and 1300cc cars. The first of these was a higher performance version designed for rallies and racing, the Escort Twin Cam. Built for Group 2 international rallying, it had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5 L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,557 cc. This engine had originally been developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 production began. The most famous edition of the Twin Cam was raced on behalf of Ford by Alan Mann Racing in the British Saloon Car Championship in 1968 and 1969, sporting a full Formula 2 Ford FVC 16-valve engine producing over 200 hp. The Escort, driven by Australian driver Frank Gardner went on to comfortably win the 1968 championship. The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time with arguably the Escort’s greatest victory in the 1970 London to Mexico World Cup Rally, co-driven by Finnish legend Hannu Mikkola and Swedish co-driver Gunnar Palm. This gave rise to the Escort Mexico, which had a 1600cc “crossflow”-engined, as a special edition road version in honour of the rally car. Introduced in November 1970, 10,352 Mexico Mark I’s were built. In addition to the Mexico, the RS1600 was developed with a 1,601 cc Cosworth BDA which used a Crossflow block with a 16-valve Cosworth cylinder head, named for “Belt Drive A Series”. Both the Mexico and RS1600 were built at Ford’s Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells utilising seam welding in places of spot welding, making them more suitable for competition. After updating the factory team cars with a larger 1701 cc Cosworth BDB engine in 1972 and then with fuel injected BDC, Ford also produced, in the autumn of 1973, an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0 litre Pinto OHC engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.

Production of the Capri began on 14 December 1968 in Ford’s Dagenham plant in the UK and on 16 December 1968 at the Cologne plant in West Germany, before its unveiling in January 1969 at the Brussels Motor Show, and sales starting the following month. The intention was to reproduce in Europe the success Ford had had with the North American Ford Mustang; to produce a European pony car. It was mechanically based on the Cortina and built in Europe at the Dagenham and Halewood plants in the United Kingdom, the Genk plant in Belgium, and the Saarlouis and Cologne plants in Germany. The car was named Colt during its development stage, but Ford was unable to use the name, as it was trademarked by Mitsubishi. Although a fastback coupé, Ford wanted the Capri Mk I to be affordable for a broad spectrum of potential buyers. To help achieve that, it was available with a variety of engines. The British and German factories produced different line-ups. The continental model used the Ford Taunus V4 engine in 1.3, 1.5 and 1.7 litre displacements, while the British versions were powered by the Ford Kent straight-four in 1.3 and 1.6 litre forms. The Ford Essex V4 engine 2.0 litre (British built) and Cologne V6 2.0 litre (German built) served as initial range-toppers. At the end of the year, new sports versions were added: the 2300 GT in Germany, using a double-barrel carburettor with 125 PS, and in September 1969 the 3000 GT in the UK, with the Essex V6, capable of 138 hp. Under the new body, the running gear was very similar to the 1966 Cortina. The rear suspension employed a live axle supported on leaf springs with short radius rods. MacPherson struts were featured at the front in combination with rack and pinion steering which employed a steering column that would collapse in response to a collision. The initial reception of the car was broadly favourable.The range continued to be broadened, with another 3.0 variant, the Capri 3000E introduced from the British plant in March 1970, offering “more luxurious interior trim”. Sales in other global markets got underway with the Capri reaching Australia in May 1969 and in April 1970 it was released in the North American and South African markets. These versions all used the underpowered Kent 1.6 engine although a Pinto straight-four 2.0 litre replaced it in some markets in 1971. The Capri proved highly successful, with 400,000 cars sold in its first two years. Ford revised it in 1972. It received new and more comfortable suspension, enlarged tail-lights and new seats. Larger headlamps with separate indicators were also fitted, with quad headlamps now featured on the 3000GXL model. The Kent engines were replaced by the Ford Pinto engine and the previously UK-only 3000 GT joined the German line-up. In the UK the 2.0 litre V4 remained in use. In 1973, the Capri saw the highest sales total it would ever attain, at 233,000 vehicles: the 1,000,000th Capri, an RS 2600, was completed on 29 August. A replacement model, the Capri II was launched in February 1974.

Ford launched the all new Capri in January 1969, aimed at the young market, it was clearly a downsized Ford Mustang, Ford hoped to equal the runaway success that the pony car had enjoined in America, with the Capri in Europe. It was launched with a massive TV and press campaign on the theme that it was, “ the car you always promised yourself’ But by October 16th 1969 Motor Magazine announced Crayford had produced, in time for the Motor Show, the Capri convertible, the car you really, really promised yourself. It was to be, exact in Crayford terms, not a convertible but a Cabriolet, using a luxury hood that had a full internal wool headlining. It was priced from £1,849 for the 1300cc up to £2,421 for a 3000E V6 convertible, at a time when an E type was just over £2000. But it sold well through its Bristol Street Motors franchise, BSM even produced a flower power hippy style brochure for its “Freedom Capri” For once Crayford had some direct competition as three Capri convertibles where now being produced, all different and with their own plus and minus points. The Crayford Capri was easily the most successful with 37 documented sales. All the cars where built under licence by Crayford’s partner in Germany, Deutsch of Cologne. Cars went out, 2 each Friday, as saloons and back each Monday as Crayford’s. Crayford did an extensive redesign to the rear deck to make it completely flat, but left the door window frames in place on cost grounds, for many it was the best looking of the three conversions. Abbotts of Farnham, well known for its Ford Corsair & Consul/Zephyr/Zodiac estates, also built a Capri convertible. Not so pretty as the Crayford, it had no redesign to the rear deck, you could still see the rear buttresses, but it did have wind up rear quarter-light glass making a lighter car with the hood up, Abbotts also took out the front window frame. Orders for 50 cars had been received but unfortunately Abbotts were in financial trouble, they only made and sold 7 cars before the company collapsed and ceased trading. A third Capri design was commissioned directly by Ford chairman (1968-72) Sir Leonard Crossland, he wanted one for himself and had Carbodies of Coventry build a white car with a white power hood, operated electrically. It was road tested by Jackie Stewart and within a week Sir Leonard was on the phone from Ford asking for a second car to be built as the first car had been written off (rumoured to be his wife while out shopping). A second car was built and delivered, but Ford accountants declined to go forward with the project as it was deemed too costly to make any profits. Unfortunately, car No. 2 may have been ordered crushed for tax reasons.

In the late 1960s, Ford set about developing the third-generation Cortina,the Mark III, which would be produced in higher volumes than before, following the recent merger of Ford of Britain and Ford of Germany into the modern-day Ford of Europe. The car marked the convergence of the German Taunus and British Cortina platforms with only minor differences between the two, hence the car’s internal name TC1, standing for Taunus-Cortina. It was also the last European car engineered by Harley Copp as Vice President Engineering and head of Brentwood, before he returned to Detroit. Ford UK originally wanted to call it something other than Cortina, but the name stuck. Although the Mark III looked significantly larger than the boxier Mark II Cortina, it was actually the same overall length, but 4 inches wider. Within the overall length, a wheelbase lengthened by more than 3 inches (76 mm) also contributed to the slightly more spacious interior. The Mark III Cortina was inspired by the contemporary “coke bottle” design language which had emanated from Detroit – the car sported similar fluted bonnet and beltline design elements to the North American Mercury Montego and Ford LTD of the same era. It replaced both the Mark II Cortina and the larger, more expensive Ford Corsair, offering more trim levels and the option of larger engines than the Mark II Cortina. The Mark III’s continental European sister car – the Taunus TC – was subtly different in appearance, with longer front indicators, different door skins and rear wing pressings that toned down the drooping beltline in order to lose the “coke-bottle” appearance of the Cortina. The MacPherson strut front suspension was replaced with more conventional double A-arm suspension which gave the Mark III a much softer ride on the road’ but did give the larger engines distinct understeer. Trim levels for the Mark III Cortina were Base, L, XL , GT and GXL. The early Mark III Cortinas came with the same 1,300 and 1,600 cc engines as the Mark II Cortinas, except for the 1,600 cc GXL. These engines are known as the Kent, crossflow engine or OHV engine. There was also the introduction of the 2000 cc engine, the single overhead cam engine, now known as the pinto engine. SOHC. The OHV Kent unit was fitted with a single choke carburettor and was used for the early models up to GT trim, the SOHC twin choke carburettor Pinto unit was used for the GT and GXL models. The GXL was also offered in 1,600 in the later Cortina Mark IIIs. In left-hand drive markets, the 1,600 cc OHC was replaced by a twin-carb OHV (Kent) unit not offered in the home market, in order to distinguish it from the competing Taunus which only came with the OHC Pinto engine. 2.0 litre variants used a larger version of the 1,600 cc Pinto unit and were available in all trim levels except base. Base, L and XL versions were available as a five-door estate. Although no longer than its predecessor, the Mark III was a heavier car, reflecting a trend towards improving secondary safety by making car bodies more substantial. Weight was also increased by the stout cross-member incorporated into the new simplified front suspension set-up, and by the inclusion of far more sound deadening material which insulated the cabin from engine and exhaust noise, making the car usefully quieter than its predecessor, though on many cars the benefit was diminished by high levels of wind noise apparently resulting from poor door fit around the windows. Four-speed manual transmissions were by now almost universally offered in the UK for this class of car, and contemporary road tests commented on the rather large gap between second and third gear, and the resulting temptation to slip the clutch when accelerating through the gears in the smaller-engined cars: it was presumably in tacit acknowledgment of the car’s marginal power-to-weight ratio that Ford no longer offered the automatic transmission option with the smallest 1,298 cc-engined Cortina. Four headlights and Rostyle wheels marked out the GT and GXL versions, while the GXL also had bodyside rub strips, a vinyl roof and a brushed aluminium and black boot lid panel on the GXLs, while the GTs had a black painted section of the boot with a chrome trim at either site sloping dashboard with deeply recessed dials and all coil suspension all round. In general styling and technical make up, many observed that the Mark III Cortina aped the Vauxhall Victor FD of 1967. The Cortina went on sale on 23 October 1970, but sales got off to a particularly slow start because of production difficulties that culminated with a ten-week strike at Ford’s plant between April and June 1971, which was at the time reported to have cost production of 100,000 vehicles, equivalent to almost a quarter of the output for a full year. During 1971 the spring rates and damper settings were altered along with the front suspension bushes which reduced the bounciness of the ride and low speed ride harshness which had generated press criticism at the time of the Cortina Mark III’s launch. Volumes recovered, and with the ageing Austin/Morris 1100/1300 now losing out to various newer models, the Cortina was Britain’s top selling car in 1972, closely followed by the Escort. It remained the UK’s top selling car until 1976 when it overtaken by the Mk2 Escort. In late 1973 the Cortina Mark III was given a facelift. The main difference was the dashboard and clocks, no longer did it slope away from the driver’s line of sight. But shared the same dash and clocks as the later Mark IV and Mark V Cortinas, upgraded trim levels and revised grilles, rectangular headlights for the XL, GT and the new 2000E (the “E” standing for executive), which replaced the GXL. The 1.3 litre Kent engine was carried over but now, 1.6 litre models all used the more modern 1.6 litre SOHC engine. Whilst the TD Cortina still had double A-arm suspension with coils at the front and a four-link system at the rear, handling was improved. The 2000E reverted to the classy treatment offered by the 1600E and later Mark IV/V Ghia models instead of the faux wood-grain trim offered by the GXL. The 2000E was also available as an estate version. The cars were replaced by the Mark IV in the autumn of 1976.

From inception, Ford in the UK and Ford in Germany produced their own ranges of cars, and in markets where both were sold, they competed against each other. It was only with the Consul and Granada that were launched in the spring of 1972 that they finally arrived at a single model range that would be offered to customers. But even then, there were differences between the UK-market Dagenham built and European market Cologne built cars, with the British Pinto 2 litre and Essex 3 litre V6 engines under the bonnet of UK market cars and the 1.7 and 2 litre V4 engines that had been used in the high end Taunus models continuing in the continental cars. A two door model that was added to the range in March 1973 was never offered to British customers, but was developed as there was still a significant market for large saloons with just two doors in Germany (the Mark 2 Granada was offered with 2 doors as well), and there was a Coupe. This one did eventually come to the UK, in 1974, when it was launched as the top of the range 3.0 Ghia model, with just about every conceivable item of equipment included as standard, and the first Ford to bear the Ghia badging that would be systematically applied to every range in the next couple of years. A Saloon version with Ghia badging followed later in the year, and this sold more strongly, so the Ghia Coupe was never a big seller, and is quite rare now.

Also on show were examples of the South African built models with a V8 engine. Introduced in 1973 the Ford Granada V8 has been the only model by Basil Green Motors not getting the name Perana. The engine was the Windsor V8 with 302 cui (5 litres). Transmission has been automatic or manual. With a top speed of 207 km/h and an acceleration of 7.8 seconds from stand to 100 km/h the car became the favourite of Ford’s chairman Lee Iacocca. Ford Cologne bought two of these cars to explore if they were suitable for the European market. The oil price shock ended these plans.

It was nice to see a Mark 2 Capri here, as these seem to be the rarest of the three generations of the “Car you always promised yourself”. It was introduced on 25 February 1974. After 1.2 million of the original model had been sold, and with the 1973 oil crisis, Ford chose to make the new car more suited to everyday driving with a shorter bonnet, larger cabin and the adoption of a hatchback rear door (accessing a 630-litre boot). By the standards of the day, the Capri II was a very well evolved vehicle with very few reliability issues. Although the car appeared the same in all European markets, there were still different engines between the UK models (1.3, 1.6, 1.6GT, 2.0 and 3.0) and Germany where the Capri had the same 4 cylinder engines at the bottom of the range, a 1.3-litre (55 PS), 1.6-litre (72 PS ), 1.6-litre GT (88 PS), and 2.0-litre (99 PS) but the upper reaches included a 2.3-litre V6 (108 PS) as well as the UK sourced 3.0-litre V6 with 140 PS. All were available with either a four-speed Ford Type 5 manual transmission or one of Ford’s new C3 three-speed automatic transmissions available on all models except the 1.3, the C3 automatic transmission proved to be a very popular option among Ghia buyers, therefore it became standard on all Ghia models after the 1976 model year and the four-speed manual transmission became optional. As before, there were plenty of trim levels and options, so you could personalise your Capri. Ford introduced the John Player Special limited edition, (known as the JPS) in March 1975. Available only in black or white, the JPS featured yards of gold pinstriping to mimic the Formula 1 livery, gold-coloured wheels, and a bespoke upgraded interior of beige cloth and carpet trimmed with black. In May 1976, and with sales decreasing, the intermediate 3.0 GT models disappeared to give way for the upscale 3.0 S and Ghia designations. In October 1976, production was limited to the Saarlouis factory only. In 1977 Ford RS dealerships started offering various different performance and handling upgrades for the Capri, Escort, Cortina, and Fiesta. Cars with these upgrades equipped are referred to as “X Pack ” models.

A wide variety of engines was used in the Capri throughout its production lifespan in addition to interdependent tuners making the cars faster and more capable. One of these tuners was Jeff Uren. A British racing driver and race tuning expert, his main work was with Fords. His most famous works of engineering included the V6 three litre Modified by Weslake Ford Cortina MkII Savage and the BOSS 302 5.0 litre race engined Ford Capri Stampede. He was also involved in motor-sport as a team manager for Ford and later the Willment/Race Proved team along with John Willment. He raced competitively – in saloon and GT events – until 1964, racing in various Fords including Anglias, Prefects, 100Es, and Cortina Mk1s. He held class lap records at Aintree, Goodwood, Brands Hatch and Snetterton in his Zephyr and was British Touring car Champion in 1959, beating the similar factory Ford Zephyr entrants to the title. The Uren Stampede was introduced in 1973 and was based on the 3-Litre Capri, the engine is a Boss 302 mated to a mustang transmission with a single piece prop-shaft and Capri axle. Suspension and brakes were uprated along with wheels to cope with the extra power, speed and performance. Marketed as a cheaper alternative but with equal power at the time to Muiras, Panteras and Daytonas, its conversion a 5th of the price. The Ford Boss 302 engine is a high-performance small block 302 cu V8 engine. It was designed for racing and used in the 1969 and 1970 Boss 302 Mustangs and Cougar Eliminators, created especially for the 1969 Trans-Am road racing series. It is a unique Ford small-block and differed substantially from regular 302s. Just eight were produced and this is the only one with the Mark 2 body. Uren Stampede specification includes the Boss 302 V8 engine, Revised suspension, Uprated 4 pot front brakes, 14 inch Cosmic wheels, Manual transmission, Uprated radiators, 3.09 Axle ratio, Engine oil cooler, Twin Kenlowe Fans, Complete custom repaint including door shuts, Full front air dam, Laminated screen. Incredibly striking there is no doubt that this Capri was bought, built and painted in the 70s. It’s psychedelic paint work is a work of art with layers of metallic flake, stencilling and hand crafted designs covering every inch of its body. The paintwork was created by Mech Spray, who at the time were International award winners for custom cars, working over a white base they applied a ‘frosted grape pearl’ effect and then patterns in yellow and blue. A layer of sparkling Mirra Flake was then topped with coat after coat of lacquer. Such is their reputation and quality of custom work they still operate today and were asked only recently to revisit and survey the original paint and design that they had crafted over 40 years ago. This Stampede spent its early years in Greece before returning to the UK where the same person held on to it for 28 years.

The squarer-styled Mark II Escort appeared in January 1975. The first production models had rolled off the production lines on 2 December 1974. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed “Brenda” during its development, it used the same mechanical components as the Mark I. The 940 cc engine was still offered in Italy where the smaller engine attracted tax advantages, but in the other larger European markets in Europe it was unavailable. The estate and van versions used the same panelwork as the Mark I, but with the Mark II front end and interior. The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs though some contemporaries such as the Hillman Avenger had moved on to coil springs. The car came in for criticism for its lack of oddments space, with a glove compartment only available on higher end models, and its stalk-mounted horn. The “L” and “GL” models (2-door, 4-door, estate) were in the mainstream private sector, the “Sport”, “RS Mexico”, and “RS2000” in the performance market, the “Ghia” (2-door, 4-door) for a hitherto untapped small car luxury market, and “base / Popular” models for the bottom end. Panel-van versions catered to the commercial sector. The 1598 cc engine in the 1975 1.6 Ghia produced 84 hp with 92 ft·lbft torque and weighed 955 kg (2105 lb). A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given. In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest. Production ended in Britain in August 1980, other countries following soon after. Spotted here was an RS2000.

Ford introduced a new Granada in 1977 and it was produced until April 1985 following a mild facelift which paid attention to drivetrain noise, vibration, and harshness in 1982. It was a development of the previous car, the main differences being the use of the “Cologne” V6 engine in 2.0, 2.3, and 2.8 ltire forms replacing the older “Essex” unit (which had never been offered in the Cologne-built Granadas), and the introduction of features such as air conditioning and, for the top-priced 2.8-litre versions, fuel-injection. In mainland Europe, a 1.7 litre V4 was originally available. By the time of its introduction, UK Granada production had been quietly abandoned “for some time”; UK market Granada IIs were imported from Germany. A relatively small number of vehicles were also produced with an Indenor four-cylinder diesel engine in 1.9-, 2.1- and 2.5-litre capacities. Most of these went to taxi operators, and few survive. The smallest 1.9 was quite underpowered and was soon replaced by the somewhat more powerful 2.1, which was presented as the “Granada GLD” in March 1979 at Geneva. By 1982, this was replaced by the more capable 2.5. Fuel-injected 2.8 models were originally offered with an ‘S’ pack or GL trim. In 1979, both versions were replaced by the 2.8i GLS. Today early injection models are particularly rare. The UK only received four door saloons and a commodious estate, but there was a two door saloon as well, offered to those markets who still wanted such a configuration. Although most surviving Granada Mark IIs feature the body-coloured post-facelift (1981) grille, the earlier cars came with a simple black grille regardless of body colour. Both the cars seen here were the facelifted models which came out in late 1981.

There were a couple of examples of the Mark III Capri here, as well, 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.

The Mark 3 Escort here was a sporting car as well, which is not unusual, as most of the “cooking” versions have simply disappeared. A sporting model was announced with the 1.1, 1.,3 and 1,6 litre cars in October 1980. This was the XR3, and it came initially with a carb fed 1.6 litre engine generating 105 bhp and had a four speed gearbox. For 1983, it was upgraded to 115bhp thanks to the use of fuel injection and a five speed transmission had been standardised. Both variants proved very popular, getting a significant percentage of Escort sales and also as a slightly more affordable alternative to a Golf GTi. For those for whom the performance was not quite enough, Ford had an answer, withe the RS Turbo. This 132 PS car was shown in October 1984, as a top of the range car, offering more power than the big-selling XR3i and the limited production RS1600i. Going on sale in the spring of 1985, it proved to be somewhat of a disappointment, with the chassis coming in for severe criticism. The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential. One car only was finished in black; it was built especially for Lady Diana. Ford facelifted the entire Escort range in January 1986, and a few months later, a revised Series 2 RS Turbo emerged, which adopted the styling changes of the less potent models, and the new dashboard, as well as undergoing a mechanical revision and the addition of more equipment including anti-lock brakes. The Series 2 cars were available in a wider range of colours. There were a number of examples of the XR3i and the RS Turbo

There was an S Model in the Fiesta range from the outset, but this was little more than a trim variant, as mechanically it was the same as the L and Ghia models. It did gain the 1300cc engine in 1978, but it was still more sporting in appearance than execution. In 1980 Ford added a SuperSport model to the range, which had the regular 1.3 litre Kent Crossflow engine under the bonnet, but the appearance was a hint of what was to come. It was well enough received, though, to convince Ford to introduce in October 1981 their second XR-badged model, following the October 1980 launch of the Escort XR3. The XR2 featured a 90 bhp 1.6 litre engine and is easily identified from the black plastic trim which was added to the exterior and interior. The small square headlights were replaced with larger circular ones resulting in 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 a 105 mph top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s meaning that very few have survived. There were both SuperSport and XR2 models here.

The Fiesta Fly was a convertible version of the Ford Fiesta, originally designed by David McMullan and produced by the Kent based coachbuilders, Crayford. Production began in 1981 and it is believed that a few (approximately 18) Mk1 cars were created by Crayford themselves before selling the license for producing the Mk1 to the coach building division of F.English, a large Ford dealer based in Dorset on the south coast of England. In excess of 200 Fly’s are thought to have been built overall. The conversion included reinforcing the inner sill sections and welding the boot lid shut.

The sporting version of the radical-looking Sierra, the XR4i, arrived a few months after the launch of the hatch and estate models. The car featured the 2.8 litre injected Essex engine and a five speed gearbox, clothed in a three door bodystyle which was unique to this version, with the twin rear spoiler being the most distinctive and talked about feature. It enjoyed modest success, but to nothing like the extent of that of the smaller XR Fords, and the car was completely overshadowed by the admittedly much more expensive RS Cosworth when that arrived in 1986. The mechanicals of the XR4i were installed in a luxury version of the estate body and this perhaps was a better interpretation of the top end of the Sierra range. These days there are relatively few survivors so it was nice to see this one.

The Sierra RS Cosworth model. a very sporting version of Ford’s upper-medium sized family car, was built by Ford Europe from 1986 to 1992, the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe. The project was defined in the spring of 1983 by Stuart Turner, then recently appointed head of Ford Motorsport in Europe, who had realised right away that Ford was no longer competitive in this area. Turner got in touch with Walter Hayes, at the time the vice-president of public relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966, and the Cosworth DFV engine that brought Ford 154 victories and 12 world championships in Formula One during the 1960s and 1970s. Hayes found the project very appealing and promised his full support. Turner then invited Ken Kohrs, vice-president of development, to visit Ford’s longtime partner, the automotive company Cosworth, where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was a twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner. Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 204 HP in the street version, and Ford had to accept no fewer than 15,000 engines. Turner’s project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four door, second generation Sierra RS Cosworth. To find a suitable gearbox proved more challenging. The Borg-Warner T5, also used in the Ford Mustang, was chosen, but the higher revving nature of the Sierra caused some problems. Eventually Borg-Warner had to set up a dedicated production line for the gearboxes to be used in the Sierra RS Cosworth. Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse’s successful campaign of the 1985 British Saloon Car Championship. Much of Ford’s external documentation for customer race preparation indicated “developed for the XR4Ti” when describing parts that were Sierra Cosworth specific. Roush’s suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates. In April 1983, Turner’s team decided on the recently launched Sierra as a basis for their project. The Sierra filled the requirements for rear wheel drive and decent aerodynamic drag. A racing version could also help to improve the unfortunate, and somewhat undeserved, reputation that Sierra had earned since the introduction in 1982. Lothar Pinske, responsible for the car’s bodywork, demanded carte blanche when it came to appearance in order to make the car stable at high speed. Experience had shown that the Sierra hatchback body generated significant aerodynamic lift even at relatively moderate speed. After extensive wind tunnel testing and test runs at the Nardò circuit in Italy, a prototype was presented to the project management. This was based on an XR4i body with provisional body modifications in fibreglass and aluminium. The car’s appearance raised little enthusiasm. The large rear wing caused particular reluctance. Pinske insisted however that the modifications were necessary to make the project successful. The rear wing was essential to retain ground contact at 300 km/h, the opening between the headlights was needed to feed air to the intercooler and the wheel arch extensions had to be there to house wheels 10” wide on the racing version. Eventually, the Ford designers agreed to try to make a production version based on the prototype. In 1984, Walter Hayes paid visits to many European Ford dealers in order to survey the sales potential for the Sierra RS Cosworth. A requirement for participation in Group A was that 5,000 cars were built and sold. The feedback was not encouraging. The dealers estimated they could sell approximately 1,500 cars. Hayes did not give up, however, and continued his passionate internal marketing of the project. As prototypes started to emerge, dealers were invited to test drive sessions, and this increased the enthusiasm for the new car. In addition, Ford took some radical measures to reduce the price on the car. As an example, the car was only offered in three exterior colours (black, white and moonstone blue) and one interior colour (grey). There were also just two equipment options: with or without central locking and electric window lifts. The Sierra RS Cosworth was first presented to the public at the Geneva Motor Show in March 1985, with plans to release it for sale in September and closing production of the 5,000 cars in the summer of 1986. In practice, it was launched in July 1986. 5545 were manufactured in total of which 500 were sent to Tickford for conversion to the Sierra three-door RS500 Cosworth. The vehicles were manufactured in right hand drive only, and were made in Ford’s Genk factory in Belgium. Exactly 500 RS500s were produced, all of them RHD for sale in the UK only – the biggest market for this kind of Ford car. It was originally intended that all 500 would be black, but in practice 56 white and 52 moonstone blue cars were produced.To broaden the sales appeal, the second generation model was based on the 4 door Sierra Sapphire body. It was launched in 1988, and was assembled in Genk, Belgium, with the UK-built Ford-Cosworth YBB engine. Cylinder heads on this car were early spec 2wd heads and also the “later” 2wd head which had some improvements which made their way to the 4X4 head. Suspension was essentially the same with some minor changes in geometry to suit a less aggressive driving style and favour ride over handling. Spindles, wheel offset and other changes were responsible for this effect. Approximately 13,140 examples were produced during 1988-1989 and were the most numerous and lightest of all Sierra Cosworth models. Specifically the LHD models which saved weight with a lesser trim level such as manual rear windows and no air conditioning. In the UK, the RHD 1988-1989 Sierra Sapphire RS Cosworth is badged as such with a small “Sapphire” badge on the rear door window trims. All 1988-1989 LHD models are badged and registered as a Sierra RS Cosworth with no Sapphire nomenclature at all. “Sapphire” being viewed as a Ghia trim level that saw power rear windows, air conditioning and other minor options. Enthusiasts of the marque are mindful of this and will describe the LHD cars by their body shell configuration, 3 door or 4 door. As the Sapphire Cosworth was based on a different shell to the original three-door Cosworth, along with its more discreet rear wing, recorded a drag co-efficient of 0.33, it registered slightly better performance figures, with a top speed of 150 mph and 0-60 of 6.1 seconds, compared to the original Cosworth. In January 1990, the third generation Sierra RS Cosworth was launched, this time with four wheel drive. As early as 1987, Mike Moreton and Ford Motorsport had been talking about a four wheel drive Sierra RS Cosworth that could make Ford competitive in the World Rally Championship. The Ferguson MT75 gearbox that was considered an essential part of the project wasn’t available until late 1989 however. Ford Motorsport’s desire for a 3-door “Motorsport Special” equivalent to the original Sierra RS Cosworth was not embraced. The more discreet 4-door version was considered to have a better market potential. It was therefore decided that the new car should be a natural development of the second generation, to be launched in conjunction with the face lift scheduled for the entire Sierra line in 1990. The waiting time gave Ford Motorsport a good opportunity to conduct extensive testing and demand improvements. One example was the return of the bonnet louvres. According to Ford’s own publicity material, 80% of the engine parts were also modified. The improved engine was designated YBJ for cars without a catalyst and YBG for cars with a catalyst. The latter had the red valve cover replaced by a green one, to emphasise the environmental friendliness. Four wheel drive and an increasing amount of equipment had raised the weight by 100 kg, and the power was therefore increased to just about compensate for this. The Sierra RS Cosworth 4×4 received, if possible, an even more flattering response than its predecessors and production continued until the end of 1992, when the Sierra was replaced by the Mondeo. The replacement for the Sierra RS Cosworth was not a Mondeo however, but the Escort RS Cosworth. This was to some extent a Sierra RS Cosworth clad in an “Escort-like” body. The car went on sale in May 1992, more than a year after the first pre-production examples were shown to the public, and was homologated for Group A rally in December, just as the Sierra RS Cosworth was retired. It continued in production until 1996. The Sierra and Sapphire Cosworths were undoubted performance bargains when new, but they also gained a reputation both for suffering a lot of accidents in the hands of the unskilled and also for being among the most frequently stole cars of their generation. These days, though, there are some lovely and treasured examples around and indeed you are far more likely to see a Cosworth version of the Sierra than one of the volume selling models.

Following the introduction of the MKIII Escort in 1980, Ford Motorsport set about developing a rear-wheel-drive, turbocharged variant of the vehicle that could be entered into competition in Group B rally racing, and dubbed the new vehicle the Escort RS 1700T. A problem-filled development led Ford to abandon the project in frustration in 1983, leaving them without a new vehicle to enter into Group B. Not wanting to abandon Group B or simply “write off” the cost of developing the failed 1700T, executives decided to make use of the lessons learned developing that vehicle in preparing a new, purpose-built rally car. In addition, Ford executives became adamant that the new vehicle would feature all-wheel-drive, an addition they felt would be necessary to allow it to compete properly with all-wheel-drive models from Peugeot and Audi. The new vehicle was a unique design, featuring a plastic-fiberglass composite body designed by Ghia, a mid-mounted engine and four-wheel drive. The cars were built on behalf of Ford by another company well known for its expertise in producing fibreglass bodies – Reliant. To aid weight distribution, designers mounted the transmission at the front of the car, which required that power from the mid-mounted engine go first up to the front wheels and then be run back again to the rear, creating a complex drive train setup. The chassis was designed by former Formula One designer Tony Southgate, and Ford’s John Wheeler, a former F1 engineer, aided in early development. A double wishbone suspension setup with twin dampers on all four wheels aided handling and helped give the car what was often regarded as being the best balanced platform of any of the RS200’s contemporary competitors. The Ford parts-bin was raided to help give the RS200 a Ford corporate look, for example the front windscreen and rear lights were identical to those of the early Sierra and the doors were cut-down Sierra items. Small parts-bin items like switchgear were also used to save development time and expenses. Power came from a 1,803 cc single turbocharged Ford-Cosworth “BDT” engine producing 250 hp in road-going trim, and between 350 and 450 hp in racing trim; upgrade kits were available for road-going versions to boost power output to over 300 hp. Although the RS had the balance and poise necessary to be competitive, its power-to-weight ratio was poor by comparison, and its engine produced notorious low-RPM lag, making it difficult to drive and ultimately less competitive. Factory driver Kalle Grundel’s third-place finish at the 1986 WRC Rally of Sweden represented the vehicle’s best-ever finish in Group B rallying competition, although the model did see limited success outside of the ultra-competitive Group B class. However, only one event later, at the Rally de Portugal, a Ford RS200 was involved in one of the most dramatic accidents in WRC history, claiming the lives of three spectators and injuring many others. Another Ford RS200 was crashed by Swiss Formula One driver Marc Surer against a tree during the 1986 Hessen-Rallye in Germany, killing his co-driver and friend Michel Wyder instantly. The accident at Rally Portugal set off a chain reaction and the RS200 became obsolete after only one full year of competition as the FIA, the governing board, which at the time controlled WRC rally racing, abolished Group B after the 1986 season. For 1987, Ford had planned to introduce an “Evolution” variant of the RS200, featuring a development of the BDT engine, called later as BDT-E, displacing 2,137 cc developed by Briton Brian Hart. Power figures for the engine vary quite a bit from source to source, depending on the mechanical setup e.g. boost levels, power output ranges from as little as 550 hp to as high as 815 hp although most typical output was 580 hp at 8000 rpm and 400 lb⋅ft (542 N⋅m) at 5500 rpm of torque. It has been said that the most powerful Evolution models can accelerate from 0 to 60 mph in just over two seconds, depending on gearing. Upgraded brakes and suspension components were part of the package as well. The ban on Group B racing effectively forced the E2 model into stillbirth; however, more than a dozen of them were successfully run from August 1986 ’til October 1992 in the FIA European Championships for Rallycross Drivers events all over Europe, and Norwegian Martin Schanche claimed the 1991 European rallycross title with a Ford RS200 E2 that produced over 650 bhp. One RS200, which found its way into circuit racing, originated as a road car; it was converted to IMSA GTO specification powered by a 750+ BHP 2.0 litre turbo BDTE Cosworth Evolution engine. Competing against the numerous factory backed teams such as Mazda, Mercury and Nissan, with their newly built spaceframe specials, despite being a privateer, the car never achieved any real success to be a serious contender and was kept by the original owner. A parts car was built in England and later used to compete in the Unlimited category at the Pikes Peak International Hill Climb, where it was driven by Swede Stig Blomqvist in 2001, 2002 and 2004 and in 2009 by former British Rallycross champion Mark Rennison. The RS200 was designed from the ground-up as a purpose-built, mid-engined rally-supercar, and the 200 homologation road-legal models were essentially a by-product of Ford wanting to race the RS200 and show off their technology capabilities in the increasingly popular World Rally Championship. It was also designed by engineers who had extensive backgrounds in motorsports, and the engine had a smooth power delivery and functioned more like a racing car engine, as opposed to every one of the other highly modified production-based engines that Audi, Lancia and Peugeot had in their cars. The other famous Group B cars were all based on front-engined production models- and in both the Lancia Delta S4 and the Peugeot 205 T16’s case – hatchbacks, and in the Audi Quattro’s case – a luxury coupe. Although the Group B-spec S4 and T16 cars were mid-engined, they still originated as front-engined cars. Lancia’s predecessor to the Delta S4 – the 037 – was also a mid-engined Group B supercar, but it was based on and had originated from Lancia’s mid-engined Montecarlo production car. FIA homologation rules for Group B required the construction of at least 200 road-legal vehicles, and Ford constructed these 200 units with spare parts for another 20+ units put aside for the racing teams. Those chassis and spare parts were later also used to build a couple of non-genuine, so-called bitsa cars. A total of 24 of the 200 original cars were reportedly later converted to the so-called “Evolution” models, mostly marked by their owners as “E” or “E2” types. Ford’s first intention was to mark the FIA-required 20 “Evo” cars as series numbers 201 to 220 but as this was actually not necessary according to the FIA rules they later kept their original series numbers (e.g. 201 = 012, 202 = 146, 203 = 174 et cetera). The original bodywork tooling for the Ford RS200 was latterly bought by Banham Conversions, who used it to make a kit car version based on the Austin Maestro. Due to being a basic rebody of the Maestro, the Austin-Rover engine ancillaries are actually to be found at the front of the vehicle.

Such was the popularity of the Escort Cabrio that when Ford refreshed the entire Escort and Orion range in the autumn of 1990, a Cabrio version was included from the outset. Sadly, this generation was not at all well received by the press, lambasted for its soggy driving dynamics, coarse and unrefined engines, and every sign that the accountants had driven cost out of everything. Sales were decent enough, but even so, Ford rushed through an emergency facelift that arrived in 1992 and started to correct the worst failings. A more comprehensive one arrived in 1995 and in the later years of production, this Escort, the last to bear the name, at least in Europe, was actually a perfectly acceptable car.

The Ford and Mazda design teams merged once again to give the Ford Probe a complete redesign for the 1993 model year. As before, the Probe was to share its under-structure with Mazda’s MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended 2 inches and widened 4 inches, it was 125 pounds lighter than the first generation Probe. The second generation Probe was introduced in August 1992 as a 1993 model. As first planned during 1992, it finally went on sale in Europe in the spring of 1994, filling the gap left there by Ford in that market sector since the demise of the Capri seven years earlier. The Capri had regularly been one of Britain’s 10 best selling cars throughout the 1970s, but its popularity declined in the early 1980s as Ford launched high performance versions of the Fiesta, Escort and Sierra hatchbacks. Such was the falling demand for this type of car that by 1986, when the end of Capri production was announced, Ford decided against launching a direct replacement. The second-generation Probe was designed by a team led by Mimi Vandermolen, who led the interior design of the 1986 Ford Taurus. In 1987, Vandermolen became the first female designer to be the design executive of small cars for an automobile manufacturer, and Vandermolen designed the Probe to improve the driving experience for women, stating “If I can solve all the problems inherent in operating a vehicle for a woman, that’ll make it that much easier for a man to use.” However, the late 1980s and early 1990s saw the sales of affordable sports cars recover, first with a rising demand for Japanese built models like the Honda Prelude, Nissan Silvia, Mitsubishi Eclipse, and Toyota Celica, and then with the Volkswagen Corrado and the Vauxhall/Opel Calibra from Ford’s direct competitor General Motors. By 1992, Ford had decided that there was now justifiable demand in Europe for a new affordable sports coupe to be launched. Ford had been hoping to sell around 20,000 Probes each year in Britain as the car market recovered from the effects of the recession from 1992, but in the three years it was sold there, a total of just over 15,000 were sold – around a quarter of the projected figure for that length of time. Imports ceased during 1997, and its Cougar successor – launched a year later – was even less successful, being imported to Europe for just two years. By February 2016, just 718 examples of the Probe were still in use in Britain.

The Ford Escort RS Cosworth is a sports derivative and rally homologation special of the fifth generation European Ford Escort. It was designed to qualify as a Group A car for the World Rally Championship, in which it competed between 1993 and 1998. It was available as a road car from 1992–96 in very limited numbers. Ford developed the car around the chassis and mechanicals of its spiritual predecessor, the Sierra Cosworth to accommodate the larger Cosworth engine and transmission, whilst clothing it in Escort body panels to make it resemble the standard car. Designed under the guidance of Rod Mansfield and John Wheeler of Ford’s SVO department, the styling was carried out during 1989, a year before the standard Escort was launched, by Stephen Harper at MGA Developments in Coventry. The spoiler was added by Frank Stephenson, who originally proposed a three-deck piece. The body tooling was created by coachbuilders Karmann at their facility in Rheine, Germany, where the cars were manufactured. Changes were made to the engine management system and a new turbocharger was fitted. Permanent four wheel drive with a 34/66% front/rear split came courtesy of an uprated five speed gearbox as used in the Sierra Cosworth. Recaro sports seats came as a standard fitment. Later production models were available without the oversize tail spoiler although by far the majority were still ordered with it. Like its Sierra predecessor, they are commonly nicknamed “Cossie” by enthusiasts. The car’s top speed was 150 mph, which rivalled lower-end supercars including the Audi Quattro, BMW M3, Nissan 300ZX and Toyota Supra, and comfortably outperformed traditional “hot hatchbacks” like the Volkswagen Golf GTI. It was much faster than the 126 mph which the Escort RS2000 and earlier Escort RS Turbo were capable of. Two versions were produced. The initial 2,500 units were “homologation specials” used to get the FIA accreditation for entry into the World Rally Championship. They were fitted with a Garrett T3/T04B turbocharger. Among these initial units, a handful were badged as Motorsport versions, these lacked certain refinements such as a sunroof and sound deadening. The initial cars included features that, although they made the Cosworth a more effective car, did not enhance it as a road vehicle, and once the rules were satisfied Ford attempted to make the car less temperamental and easier to drive under normal conditions. The second generation, starting production from late 1994, were fitted with a Garrett T25 turbocharger, a smaller unit which reduced turbo lag and increased usability in everyday driving situations. With these later models, the ‘whale tail’ spoiler became a delete option. . The Escort Cosworth was a rare car, with 7,145 vehicles produced from the start of production on 19 February 1992 until the last car rolled out of the factory on 12 January 1996.

This is the first generation of Fiesta to bear the now legendary ST badging. The performance model of the fifth generation Fiesta, it includes a 2.0 L Duratec petrol engine rated at 150 PS in standard form, with a top speed of 129 mph (208 km/h). The Fiesta ST also features 17 in alloy wheels, disc brakes to all wheels, different front and rear bumpers, side skirts, body colour handles and bump strips, partial leather seats or an optional extra of heated full leather seats and a ST logo on the front seat backs and on the steering wheel. In Australia, the Fiesta ST was sold as the Fiesta XR4. To stay in line with all sports model Fords sold in Australia it received the ‘XR’ badging, instead of the ‘ST’ badging used in Europe. The vehicle was unveiled at the 2004 Geneva Motor Show.

There were a large number of fast Fords in the Silverstone Auctions. Beautifully presented, and most of them with low mileages, they sold for some incredible prices, proving just how much love there is for these cars.

 

Now rare are examples of the first generation Transit which was introduced in October 1965, taking over directly from the Thames 400E. This generation had the longest production run of any Transit to date, staying largely unaltered for 12 years until the major facelift of 1978, with overall production lasting for over 20 years before finally being replaced by the all-new VE6 platform in 1986. The van was produced initially at Ford’s Langley facility in Berkshire, England (a former Second World War aircraft factory which had produced Hawker Hurricane fighters), but demand outstripped the capability of the plant, and production was moved to Southampton until closure in 2013 in favour of the Turkish factory. Transits were also produced in Ford’s Genk factory in Belgium and also Turkey. Transits were produced in Amsterdam for the local market from the mid-1970s until the end of 1981. This factory had ample capacity, since the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981. The Transit was introduced to replace the Ford Thames 400E, a small mid-engined forward control van noted for its narrow track which was in competition with similar-looking but larger vehicles from the BMC J4 and J2 vans and Rootes Group’s Commer PB ranges. In a UK market segment then dominated by the Bedford CA, Ford’s Thames competitor, because of its restricted load area, failed to attract fleet users in sufficient numbers. Ford switched to a front-engined configuration, as did the 1950s by Bedford with their well-regarded CA series vans. Henry Ford II’s revolutionary step was to combine the engineering efforts of Ford of Britain and Ford of Germany to create a prototype for the Ford of Europe of today—previously the two subsidiaries had avoided competing in one another’s domestic markets but had been direct competitors in other European markets. The Transit was a departure from the European commercial vehicles of the day with its American-inspired styling—its broad track gave it a huge advantage in carrying capacity over comparable vehicles of the day. Most of the Transit’s mechanical components were adapted from Ford’s car range of the time. Another key to the Transit’s success was the sheer number of different body styles: panel vans in long and short wheelbase forms, pick-up truck, minibuses, crew-cabs to name but a few. The engines used in the UK were the Essex V4 for the petrol-engined version in 1.7 litre and 2.0 litre capacities. By using relatively short V-4 engines Ford were able to minimise the additional length necessitated to place the engine ahead of the driver. Another popular development under the bonnet was the equipping of the van with an alternator at time when the UK market competitors expected buyers to be content with a dynamo. A 43 bhp diesel engine sourced from Perkins was also offered. As this engine was too long to fit under the Transit’s stubby nose, the diesel version featured a longer bonnet – which became nicknamed as the “pig snout”. The underpowered Perkins proved unpopular, and was replaced by Ford’s own York unit in 1972. For mainland Europe the Transit had the German Ford Taunus V4 engine in Cologne 1.3, 1.5, and 1.7- or Essex 2.0-litre versions. The diesel version’s long nose front was also used to accommodate the Ford 3.0 litre Ford Essex V6 engine (UK) for high performance applications such as vans supplied to police and ambulance services. In Australia, in 1973, to supplement the two Essex V4 engines that were available the Transit was released with the long-nose diesel front used to accommodate an inline 6-cylinder engine derived from the Ford Falcon. The Metropolitan Police reported on this vehicle in 1972 via a Scotland Yard spokesman that ‘Ford Transits are used in 95 per cent of bank raids. With the performance of a car, and space for 1.75 tonnes of loot, the Transit is proving to be the perfect getaway vehicle…’, describing it as ‘Britain’s most wanted van’. The adoption of a front beam axle in place of a system incorporating independent front suspension that had featured on its UK predecessor might have been seen as a backward step by some, but on the road commentators felt that the Transit’s wider track and longer wheelbase more than compensated for the apparent step backwards represented by Ford’s suspension choices. Drivers appreciated the elimination of the excessive noise, smell and cabin heat that resulted from placing the driver above or adjacent to the engine compartment in the Thames 400E and other forward control light vans of the 1950s and early 1960s. The Transit was also assembled in South Africa between 1967 and 1974, the last Transit to be sold in that country until 2013, when a fully imported model was introduced. A facelifted version was introduced in 1977 and would continue until early 1986 when an all-new model was introduced.

This rather splendid F100 truck dates from 1958. The third-generation of the Ford F-Series are trucks that were produced by Ford from 1956 to 1960. Following its competitors at Dodge and General Motors, Ford widened the front bodywork to integrate the cab and front fenders together. Going a step further, the F-Series integrated the hood into the bodywork with a clamshell design; the feature would stay part of the F-Series for two decades. Although offered previously, the optional chrome grille was far more prominent than before. In the rear, two types of pickup boxes were offered, starting a new naming convention: the traditional separate-fender box was dubbed “FlareSide”, while “StyleSide” boxes integrated the pickup bed, cab, and front fenders together. As before, Ford still offered a “Low GVWR” version of each model. In May 1957, Ford discontinued building trucks at the Highland Park Ford Plant in Highland Park, Michigan. All light and medium trucks were transferred to 10 other plants in the USA. After 1969, Heavy-duty trucks (above F-350) and some light duty trucks were transferred to Kentucky Truck Assembly in Louisville, Kentucky. Third generation trucks were built in Brazil as the F-100, F-350, and F-600 from 1962 until 1971. OHV sixes and V8s were the same ones as used in Ford cars of the era. There were three versions offered: the F100, which had a 1/2 ton payload, the F250, with 3/4 ton and the F350 which carried 1 ton. For 1958, the grille was updated; the dual headlights are replaced by quad headlights (the only generation of the F-Series to use them). Ford also introduced the option of the F-Series in four-wheel drive. Previously a conversion outsourced to Marmon-Herrington, Ford was the first of the “big three” U.S. manufacturers to manufacture four-wheel drive trucks on its own.

There were a number of US Fords from the 60s here. As well as an impressive collection of early Mustang, there was a Falcon Convertible from 1962, a Thunderbird from 1964 and a Torino from 1968.

GINETTA

Celebrating 60 years of Ginetta, there was quite an array of cars from this small but resilient company including the earliest known survivor of the G2, Ginetta’s first car, the G2, was produced as a kit car for enthusiasts and consisted of a tubular frame chassis to take Ford components and aluminium body. About 100 were produced.

The original G4 used the new Ford 105E engine and had a glass fibre GT-style body along with the suspension updated to coil springing at the front with a Ford live axle at the rear. Whereas the G2 and G3 had been designed for racing, the G4 was usable as an everyday car but still was very competitive in motor sport with numerous successes. In 1963, a coupé variant was introduced alongside the open top variant and a BMC axle replaced the Ford unit at the rear. In road tests, the car attains a top speed of 190 km/h (120 mph) with a 1,500 cc engine. The series III version of 1966 added pop-up headlights. Production stopped in 1968 but was revived in 1981 with the Series IV which was two inches wider and three inches (76 mm) longer than the III. Over 500 units were made up to 1969 with a variety of Ford engines. The G4 was re-introduced in 1981 as the G4 Series IV, with a new chassis. It was produced through to 1984 with approximately 35 examples built. The Series IV was powered by a 1,599 cc Ford four-cylinder engine

Launched at the 1965 Racing car show, the Ginetta G10 was meant to be a more powerful racing car than its predecessors. Weighing around 900 kg (1,984 lb) and fitted with a 289 cu in (4.7 L) V8 engine from the Ford Mustang, it was well received by the enthusiasts. Ginetta works driver Chris Meek secured a win with a prototype at the car’s debut at Brands Hatch, beating a Jaguar E-Type which was considered to be the most successful GT racing car. However Ginetta failed to make a homologated version of the G10 in order for it to keep competing and as a result, it was forced out of the competition with a total production of only three cars. Following the reception the G10 had generated, Ginetta produced the G11, a street legal version of the G10 with the same body but with the Ford V8 replaced by the MGB 1800 engine. However, slow deliveries of the engine curbed production of the car and therefore only a handful were made. Unveiled in 1966, the G12 was an evolution of the G4 but had many new features that made it stand apart from its predecessors. The car had a new tubular steel space frame chassis, with the cockpit section mounted to it for extra strength, while removable body work allowed for easy repair. The front suspension consisted of Triumph-derived uprights and double wishbones (with camber adjustment courtesy of rose-joints on the upper items) and coil springs. While, at the rear, the usual arrangement of single upper transverse links with lower reversed wishbones (with rose-joints) and radius arms was present, along with coil springs. The car was fitted with anti-roll bars for increased safety, and the Triumph-sourced Girling disc brakes at the front and rear ensured increased stopping power. Power came from a 1.0-litre Cosworth SCA inline-four engine, though larger engines were fitted later such as an Aston Martin V8, but were less successful. The G12 dominated the competition in its class, outclassing Lotus Elan 26Rs and Coventry Climaxes, winning the 1,150 cc MN series. Outside track racing, the G12 also found success at hill climb events, before it was replaced by the G16. Approximately 28 were built.

The G15 was launched in 1967. An good looking two-seater coupé, it had a glass fibre body bolted to a tube chassis with a rear mounted 875cc Imp engine, and it used Imp rear and Triumph front suspension. Over 800 were made up to 1974 and the car was fully type approved allowing, for the first time, complete Ginetta cars to be sold. Eight G15s were engineered for Volkswagen engines and called the “Super S”.

In the early 1990s, Ginetta decided to re-enter the complete car business with the mid-engined G32 with a choice of 1.6- or 1.9-litre four-cylinder engine, available as a coupé or convertible and the G33 speedster which was equipped with a 3.9-litre Rover V8 capable of a top speed of 233 km/h (145 mph) and a 0-97 km/h acceleration time of 5 seconds. In 1990, the G32 coupé cost £13,700, the convertible £14,600, and the G33 £17,800.

GMC

GOGGOMOBIL

This diminutive car is a Goggomobil T250, a model introduced by Glas at the 1954 IFMA international bicycle and motorcycle show. The T250 was a conventional-looking two door sedan with a rear-mounted 245 cc air-cooled two-stroke straight twin engine. Design changes were made to the T250 in 1957. Two windshield wipers were used instead of the earlier single wiper, and the sliding windows in the doors were changed to wind-up windows. Also at this time the T300 and T400 became available; these had larger engines of 300 cc and 400 cc capacity respectively. The last design change for the T sedan came in 1964, when the rear-hinged suicide doors were replaced by conventional front-hinged doors. 214,313 sedans had been built before production ended on 30 June 1969

GORDON KEEBLE

The Gordon-Keeble came about when John Gordon, formerly of the struggling Peerless company, and Jim Keeble got together in 1959 to make the Gordon GT car, initially by fitting a Chevrolet Corvette V8 engine, into a chassis by Peerless, for a USAF pilot named Nielsen. Impressed with the concept, a 4.6 litre Chevrolet V8 was fitted into a specially designed square-tube steel spaceframe chassis, with independent front suspension and all-round disc brakes. The complete chassis was then taken to Turin, Italy, where a body made of steel panels designed by Giugiaro was built by Bertone. The car’s four headlights were in the rare, slightly angled “Chinese eye” arrangement also used by a few other European marques, generally for high-speed cars such as Lagonda Rapide, Lancia Flaminia and Triumphs, as well as Rolls-Royce. The interior had an old luxury jet feel, with white on black gauges, toggle switches, and quilted aircraft PVC. The car was displayed on the Bertone stand at the Geneva Show in March 1960, branded simply as a Gordon. At that time problems with component deliveries had delayed construction of the prototype, which had accordingly been built at breakneck speed by Bertone in precisely 27 days. After extensive road testing the car was shipped to Detroit and shown to Chevrolet management, who agreed to supply Corvette engines and gearboxes for a production run of the car. Further development then took place, to ready for production with some alterations, the main ones being a larger 5.4 litre engine and a change from steel to a glass fibre body made by Williams & Pritchard Limited. “Production” started in 1964, but problems with suppliers occurred and before many cars were made the money ran out and the company went into liquidation. About 90 cars had been sold at what turned out to be an unrealistic price of £2798. In 1965 the company was bought by Harold Smith and Geoffrey West and was re-registered as Keeble Cars Ltd. Production resumed, but only for a short time, the last car of the main manufacturing run being made in 1966. A final example was actually produced in 1967 from spares, bringing the total made to exactly 100. The Gordon-Keeble Owners’ Club claim that over 90 examples still exist – an incredible survival rate.

HEINKEL

The Heinkel Kabine was a microcar designed by Heinkel Flugzeugwerke and built by them from 1956 to 1958. Production was transferred under licence to Dundalk Engineering Company in Ireland in 1958. However, the licence was withdrawn shortly afterwards due to poor quality control. Production restarted in 1960, again under licence, under the Trojan 200 name by Trojan Cars Ltd. in the UK, and continued until 1966. Heinkel Kabines were also assembled under licence by Los Cedros S.A. from 1959 until 1962. As Heinkel in Argentina, they were built alongside Studebaker pickups. The Kabine Model 150 used the 174 cc 9.2 hp single-cylinder four-stroke engine that powered the Heinkel Tourist scooter.[6] In October 1956, Heinkel introduced the Kabine Model 153 (with three wheels) and the Kabine Model 154 (with four wheels), both with 204 cc engines. The engines in these models were later reduced in capacity to 198 cc for insurance purposes. The Kabine had a steel unit body. Access to the interior was by an opening front. In order not to infringe Iso Rivolta’s patent used on the Isetta, the steering wheel did not hinge outwards with the door to ease passenger access. However, it did feature a reverse gear, unlike some other bubble cars. The fabric sun roof served as an emergency escape hatch should the sole door in front become jammed in a collision.

HILLMAN

Hillman used the Minx name for nearly 4 decades, during which time it appeared on a number of different cars, all of them very much aimed at the family car market. The original Minx was introduced in 1932 with a pressed-steel body on separate chassis and 30 bhp 1185 cc engine. It was upgraded with a four-speed transmission in 1934 and a styling upgrade, most noticeably a slightly V-shaped grille. For 1935, synchromesh was added but the range was otherwise similar. The 1936 model got a new name, the Minx Magnificent, and a restyle with much more rounded body. The chassis was stiffened and the engine moved forwards to give more passenger room. The rear panel, hitherto vertical, was now set at a sloping angle, and the manufacturers offered the option of a folding luggage grid which could be attached to the rear panel and was available for “two pounds, seven shillings and sixpence” (slightly under £2.40) painted. A Commer-badged estate car was added to the range. The final pre-war model was the 1938 Minx. There were no more factory-built tourers but some were made by Carbodies. The car was visually similar to the Magnificent, with a different grille, and access to the luggage boot was external unlike its predecessor where it was accessed by folding down the rear seat. There were two saloon models in the range, the basic “Safety” model with simple rexine trim instead of leather, no opening front quarterlights, and less luxurious trim levels. The De Luxe model had leather trim, opening quarterlights, extra trim pads, and various other comfort benefits. The 1938 model was not the final iteration before the outbreak of war, however, as the 1939 model was considerably different mechanically, with virtually the entire drivetrain improved to the extent that few parts are interchangeable with the 1938 model. This includes gearbox, differential, half shafts, steering box, and a great many other mechanical and cosmetic changes. Even the front grille, which to the casual eye looks almost identical to the 1938 model, became a pressed alloy component rather than a composite. Seen here were a splendid collection of Aero Minx models.

The Minx sold between 1945 and 1947 had the same 1185 cc side-valve engine, the same wheelbase and virtually the same shape as the prewar Minx. This postwar Minx became known as the Minx Mark I (or Minx Phase I).This was the first Minx with a protruding boot (trunk) that nodded to the Ponton, three-box design by then replacing the ‘flat back’ look, inherited from models that had debuted in the 1930s. Between 1947 and 1948, Hillman offered a modified version they called the Minx Mark II. A much more modern looking Minx, the Mark III, was sold from 1948. Three different body styles were offered initially, these being saloon, estate car and drophead coupé (convertible). Beneath the metal, however, and apart from updated front suspension, little had changed: the Mark III retained the 1185 cc side-valve engine of its predecessor. Claimed power output, at 35 bhp, was also unchanged. However, in 1949 the old engine was bored out and compression ratio increased, for the Minx Mark IV, to 1265 cc, and power output increased by 7 per cent to 37.5 bhp. A Mark IV saloon tested by The Motor magazine in 1949 had a top speed of 67 mph and could accelerate from 0–60 mph in 39.7 seconds. A fuel consumption of 32.1 mpg was recorded. The test car cost £505 including taxes, the price including radio (£36), over-riders (£5) and heater (£18). The Mark V, introduced in 1951, featured side chromium trim and a floor mounted handbrake. The Mark VI of 1953 featured a new grille, revised combustion chambers and a two-spoke steering wheel. A fourth body variation was added, badged as the Hillman Minx Californian, a two-door hard-top coupé with, slightly unusually, a b-pillar that wound down out of sight along with the rear side window to give an unbroken window line when all windows were fully opened: the rear window assembly was of a three-piece wrap-around form. The wheelbase and overall length of the car remained the same as those of the four-door saloon and convertible permutations. The Mark VII, also introduced in 1953, featured longer rear mudguards and a bigger boot. For the Mark VIII, in 1954, a new ohv 1390 cc engine was installed. This engine, two years later, went into the first of the new “Audax series” Minxes.

The Super Minx was announced in October 1961,and was intended to give Rootes, and particularly its Hillman marque, an expanded presence in the upper reaches of the family car market. It has been suggested that the Super Minx design was originally intended to replace, and not merely to supplement, the standard Minx, but was found to be too big for that purpose. An estate car joined the range in May 1962, and a two-door convertible in June 1962. The convertible never sold in significant numbers: the last one was made in June 1964. At launch, the car was powered by the Rootes 62 bhp 1,592 cc unit, which had first appeared late in 1953 with a 1,390 cc capacity. The original Super Minx had the cast-iron cylinder head version of the engine, though on later cars the cylinder head was replaced with an aluminium one. Suspension was independent at the front using coil springs with anti-roll bar and at the rear had leaf springs and a live axle. Un-assisted 9 in Lockheed drum brakes were fitted. The steering used a recirculating ball system and was as usual at the time not power assisted. Standard seating, trimmed in Vynide, used a bench type at the front with individual seats as an option. A heater was fitted but a radio remained optional. The car could be ordered in single colour or two tone paint. The four-speed manual transmission featured synchromesh on the top three ratios from the start and had a floor lever: “Smiths Easidrive” automatic transmission was option. A year after the car was launched a Mark II version was presented, in October 1962, with greasing points eliminated, larger front disc brakes and a revised axle ratio. For buyers of the automatic transmission cars, 1962 was the year that the Smiths Easidrive option was replaced by the Borg-Warner 35 transmission. In 1964, with the launch of the Super Minx Mark III, the wrap-around rear window gave way to a new “six-light” design with extra side windows aft of the rear side doors. Engine capacity was increased to 1,725 cc for the Super Minx Mark IV launched at the London Motor Show in October 1965.The car was replaced by the Arrow range (Hunter) in late 1966.

Once a common sight on our roads, there were a number of the Arrow family of cars here. The Hunter is perhaps the best known of this range of cars that Rootes Group produced under several badge-engineered marques from 1966 to 1979. It is amongst the last Rootes designs, developed with no influence from future owner Chrysler. A substantial number of separate marque and model names applied to this single car platform. Some were given different model names to justify trim differences (Hillman GT, Hillman Estate Car) and to make things more complicated, from time to time all models were sold in some European markets under the Sunbeam marque (Sunbeam Sceptre for instance), and at other times used UK marque/model names. To add complication, Singer Gazelle/Vogue models were also sold in the UK for one season badged as Sunbeams after the Singer brand was withdrawn. The Arrow range was conceived in 1962. Following the Hillman Imp, consideration was given to developing a larger rear-engined car, but this concept was dismissed, and the engineering settled on for the new car was more conventional and closer to the layout of the existing Audax series (which included the previous Hillman Minx). With cash-strapped Rootes struggling amid continuing engine cooling problems with the Imp, which often resulted in warped cylinder heads, the cautious Arrow broke little new engineering ground. New parts were largely based on tried and tested Rootes components, using a new but strong 5-bearing version of the well-proven 1725 cc overhead valve petrol engine as a starting point which varied in output from 66 bhp to 88 bhp. The engine was inclined by a modest 15 degrees, to allow for a lower bonnet line and to enable packaging of the carburettors. This engine was further uprated by specialists Holbay, employing two Weber 40DCOE carburettors to produce 107 bhp for the Sunbeam Rapier H120 and Hillman Hunter GLS. A smaller 1500 cc engine was the standard for manual versions of the Hillman Minx and the Singer Gazelle, and the Hillman Hunter DeLuxe model which succeeded the Minx. Automatic models were all powered by the 1725 cc engine. Particular attention was paid to weight and cost to bring the vehicle in line with its natural competitors, including the Mark 2 Ford Cortina. For the first time in a Rootes car MacPherson strut suspension featured at the front, with a conventional live axle mounted on leaf springs at the rear. Other firsts for Rootes in the new car were curved side glass and flow-through ventilation. Manual transmissions were available in four-speed form with an optional Laycock de Normanville overdrive, or Borg-Warner automatic transmission, again as an option. Initially, the Borg Warner Type 35 3-speed automatic was offered, then the Type 45 four-speed automatic became available in 1973. The handbrake was situated between the driver’s seat and door rather than between the front seats. This followed the practice in the ‘Audax’ cars. The first Arrow model to be launched, the Hillman Hunter, was presented as a replacement for the Hillman Super Minx. The Hunter was lighter than its predecessor and the wheel-base of the new car was actually 2½ inches shorter than that of the old, but the length of the passenger cabin was nonetheless increased by moving the engine and the toe-board forwards. For the first two years there were few changes. However, in May 1968 power assisted brakes were made available as a factory fitted option. Hitherto this possibility had been offered only as a kit for retro-fitting: it was stated that the factory fitted servo-assistance, at a domestic market price slightly below £13, would be cheaper for customers. A mild facelift in 1970 gave new grilles to the various Hunter trim levels, and some derivatives gained a (then) more fashionable dashboard, exchanging wood for plastic, but the car remained fundamentally the same throughout its life. A more detailed facelift for 1972 brought a new all-plastic dashboard with deeply hooded round dials (earlier versions had either a strip speedometer or round dials in a flat dashboard for more expensive models like the Vogue), new steering wheel, plastic instead of metal air cleaner, reshaped squarer headlamps in a new grille and some engine tuning changes. For 1975, bumpers were enlarged and the tail lights were enclosed in a full-width anodised aluminium trim piece. Following the 1967 acquisition of Rootes by Chrysler, the Arrow derivatives were rationalised until only the Hillman Hunter version was left by 1976. From September 1977 it was re-badged as a Chrysler, which it was to be for the remaining 2 years of its life. Hunter production was switched in 1969 to Rootes’ troubled Imp plant in Linwood, from its original home of Ryton. Sales were lower after 1975 following the launch of the Chrysler Alpine, a similar sized car but with front-wheel drive and a hatchback bodystyle, at a time when rear-wheel drive saloons still dominated in this sector. Following the Hillman Avenger’s move to Linwood in 1976, the very last European Hunters were assembled in the Santry plant, Shanowen Road, Ireland from “complete knock down” (CKD) kits until production ended in 1979 – but no evidence exists to suggest that the Talbot badge was applied to any production Hunter following Chrysler Europe’s 1978 takeover by Peugeot, and the application of that badge to other Chrysler models sold on or after 1 August 1979. The final Chrysler Hunter was built in September 1979 in Porirua, New Zealand, and was donated to the Southward Museum. In 2000 the Museum sold the car to a private collector.

Known internally at Rootes as the “Apex” project, the Imp was to be the group’s first post-Second World War small car. Its main rival on the home market was the BMC Mini, which preceded the Imp by almost four years. Launched in May 1963, much was expected of this promising small car, which was all-new and which was built in a new factory in Linwood in Scotland, far away from the rest of the Rootes Group’s facilities in the Coventry area. Conceived as a direct competitor to the BMC’s Mini, it adopted a different approach to packaging, with a space-saving rear-engine and rear-wheel-drive layout to allow as much luggage and passenger capacity as possible in both the rear and the front of the car. It used a unique opening rear hatch to allow luggage to be put into the back seat rest. In addition to its 875 cc all-aluminium power unit, adapted by Rootes from a Coventry Climax FWMA fire pump engine it was the first mass-produced British car to have an engine in the back and the first car to use a diaphragm spring clutch. The baulk-ring synchromesh unit for the transaxle compensated for the speeds of gear and shaft before engagement, which the Mini had suffered from during its early production years. It incorporated many design features which were uncommon in cars until the late 1970s such as a folding rear bench seat, automatic choke and gauges for temperature, voltage and oil pressure. At launch it was considered advanced for the time, but reliability problems quickly harmed its reputation, which led to the Rootes Group being taken over by Chrysler Europe in 1967. Over the life of the car, Rootes (and later Chrysler UK) produced four body styles. The original saloon was introduced in May 1963 and ran through to the end of production in 1976. It has an opening rear window, making it effectively a hatchback. The opening rear window was intended to make it easier to load the small luggage area behind the fold-down rear seat. The fold-down nature of the rear seat was itself unusual in small car design at the time, being more often associated with larger upmarket estate cars. In 1965 a van badged as the “Commer Imp” was introduced. A coupe, the Imp Californian, was introduced in 1967 at the same time as the van’s pressings were used to create an estate car, badged “Hillman Husky”. Several estate car prototypes using the saloon body with extended rooflines were tried, but never offered to the public. Instead, buyers choosing the estate had to settle for a van-derived car with somewhat unusual styling. Both the van and estate ceased production in 1970. In an attempt to interest a wider public when sales figures fell well short of the intended 100,000 cars per annum, several badge-engineered derivatives, such as the luxury Singer Chamois (launched October 1964), and the Sunbeam Sport (launched October 1966), with a more powerful twin-carburettor engine, were offered with varying degrees of success. For marketing reasons the Singer variants were sold as Sunbeams in many export markets, even before May 1970 when the Singer marque was discontinued altogether by Chrysler UK. In some markets, such as France, the “Sunbeam” name was used on all British Rootes products, including the Imp and the Husky.The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon are actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, with the introduction of the sporting Sunbeam Stiletto. The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967 and the more luxurious Singer Chamois coupe. Production continued to 1976, and around 440,00 units were sold, a far cry from the figures achieved by the Mini, which sold at about 10 times that rate. Seen here were several Imp saloons as well as the Husky estate and the badge-engineered Singer and Sunbeam versions.

Sitting below the Hunter in the Hillman range of the 1970s was the Avenger, a conventionally engineered small saloon that competed with the Ford Escort and Vauxhall Viva. 1250 and 1500cc models from launch were upgraded to 1300 and 1600cc in the autumn of 1973 and these garnered the majority of sales, but they are not the cars that have survived in the greatest numbers. The ones that you most often see now are the Tiger models. Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super (four-door) cars were modified by the Chrysler Competitions Centre under Des O’ Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburettors and a compression ratio of 9.4:1. The engine now developed 92.5 bhp at 6,100 rpm. The suspension was also uprated, whilst brakes, rear axle, and gearbox are directly from the GT. The cars were all painted in a distinctive yellow called Sundance and they featured a bonnet bulge, whilst a rear spoiler and side stripes were standard, set off with “Avenger Tiger” lettering on the rear quarters. They are also distinguished by the fact that have rectangular headlights. Road test figures demonstrated a 0–60 mph time of 8.9 seconds and a top speed of 108 mph, which beat the rival Ford Escort Mexico, but fuel consumption was heavy. All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely. In October 1972, Chrysler unveiled the more “productionised” Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. These were available in a bright red colour called Wardance as well as the earlier Sundance, both with black detailing.

Displayed with it was this Brazilian-built Dodge 1800. Variants of the Avenger were built in both Argentina and Brazil for local consumption. The Brazilian models were built from 1973 until 1981 in two-door sedan form only, sold initially as Dodge 1800, named for its motor — the engine design was the same as found in Avengers sold elsewhere, although enlarged to a 1.8 L capacity. Styling was completely different from the British built Avengers (which only arrived four months later), with the bodywork from the A-pillar back being unique. The differences are very small, with the rear side window being somewhat larger and the overall appearance being slightly less curvy than the British model. More obvious is the use of larger bumpers, a four-headlamp grille (which was different from the design found on the quadruple headlamp Avengers and the American Plymouth Cricket), and conventional tail lights, which did not have the “hockeystick” shape of the Hillman Avenger. It was presented at the São Paulo Motor Show in November 1972. In 1976, the car was renamed Dodge Polara (a nameplate Chrysler previously used on full-sized Dodge models in the U.S. and on a series of large Dodges in Argentina), and underwent a comprehensive facelift (in 1978), gaining the Chrysler Avenger’s front styling, and dashboard setup, the revised bumpers and tail light treatments remaining unique to Brazil. A further light facelift was given in 1980 before production ceased in 1981.

HONDA

Introduced at the 1965 Tokyo Motor Show, the S800 would replace the successful Honda S600 as the company’s image car and would compete with the Austin-Healey Sprite, MG Midget, Triumph Spitfire and Fiat 850 Spider. Like the S600, it was available as either a coupe or roadster and continued the advanced technology of its predecessors. The 791 cc straight-4 engine produced 70 hp at 8000 rpm, thus making this Honda’s first 100 mph automobile, but still allowing for 35 mpg. In April 1967 the car was described as the fastest production 1-litre car in the world thanks to its high revving engine (up to 10,000 rpm) and the manufacturer’s history of manufacturing powerful relatively low capacity motor-cycle engines. Early examples continued to use the chain drive and independent suspension in the rear. 752 roadsters and 242 coupés were then produced. After that Honda switched to a conventional drive-shaft, live axle rear end with four radius rods and a Panhard rod. 604 roadsters and 69 coupes were built with this setup before disc brakes replaced the front drums. In 1967, the S800 became available in Britain. By this time the model had the more conventional drive layout as stated above, with predictable handling and a firm ride. It was also cheaper than the Mini Cooper and Triumph Spitfire, in Britain. In February 1968, the S800M (aka S800MK2) was introduced with flush mounted interior door handles, side marker lights outside, dual-circuit brakes, lean burn carburetion under the bonnet and safety glass. These changes were made for the American market, but the car was never exported there officially. Production ended in May 1970 with 11,536 S800s produced. Honda did not manufacture another S roadster for nearly thirty years until the release of the S2000 for the 2000 model year.

FEDERATION of BRITISH HISTORIC VEHICLE CLUBS

Always an interesting stand situated at one of Hall 5, there were some very varied vehicles on show here.

Largest of these was a 1950 Guy Arab IV bus, provided by the Wythall Transport Museum when the FBHVC’s own double decker could not be readied in time. The chassis of this bus was one of the first 100 Arab mark IVs, built at Guy Motors’ Fallings Park factory in Wolverhampton and the body was constructed at MCCW’s Martson Green factory. Restored in 2011 by a team of 2548 volunteers, the bus carries a typical 1960s livery.

Getting the Scout Carrier into the NEC, with its metal tracks, was apparently quite a challenge, but it was eventually in and shown with its deactivated armaments in place. Carrying the military identification number T5329, it was completed on 17 July 1939 and of the 963 Scout Carriers made, this is the only known survivor. Sent to North Africa for use by the British Army, this one still sports a bullet hole sustained during enemy action. In 1943 it was relocated to Australia. Sold eventually to a farmer who wanted the V8, the Scout was discovered by a military vehicle collector in 2006, it was then sold onto the current owner who has undertaken a full restoration.

Rather easier to get into its place on the stand was this 1968 Bedford CA van. This one was borrowed for the event from the Vauxhall Heritage Collection. Launched in 1952, the CA was popular with delivery drivers and trades people and more than 250,000 were made before production ceased in 1969. This one is identifiable as a late model as it has a one-piece windscreen and larger radiator grille. It is painted in the same livery as vans used in the Vauxhall plant in the 60s.

HUMBER

Oldest Humber here was a Vogue from the late 30s. By this time, Humber had been under the control of the Rootes Brothers for a few years and the brands were starting to be brought together. The Vogue was a smaller and cheaper car than the large models for which Humber was and still is better known. It was positioned as a sports sedan, with upmarket trim and fittings.

This is a 1953 Pullman. Top of the Humber range, the Pullman returned to the market in 1945 with seven-seat limousine and landaulette bodies, to be replaced in 1948 by a reworked and lengthened version on a lengthened chassis and designated the Humber Pullman Mk II. From 1948 the car was available with or without a partition between the front and rear of the cabin. The version with a division retained the Pullman name, while for the mechanically identical owner-driver version the Humber Imperial name was now revived. The headlamps were no longer standalone but fitted into the wings. The Mark III version introduced in 1951 was little changed from the Mark II, apart from being even longer and having an all-synchromesh gearbox. At 212 in (5,385 mm) the Mk III Humber Pullman was the same length as the Rolls-Royce Silver Cloud which would emerge from Crewe in 1955. A total of 2200 Mk II and III Pullmans, and 1526 Imperials, were manufactured. In 1953 more power was offered for the Mark IV Pullmans and Imperials, still with straight six cylinder engines, but now of 4139cc with overhead valves, and published power output of 113 hp or 116 hp. Production ended in 1954.

A new Hawk was announced in May 1957, which had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. The new model was, like its predecessors, a large car. For the first time an estate variant was available from the factory – the Hawk estate had the largest unitary bodyshell of any British-built car up to that point, a status it retained until the Jaguar Mark X was launched in 1961. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes’ own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a base model 1955 Chevrolet 4-door sedan. The missing rear quarter-lights were returned in Series IV. The estate version featured a horizontally split tailgate—the lower half opening downwards (to provide an extra length of luggage-platform if necessary) and the upper half upwards. The fuel-filler cap was concealed behind the offside rear reflector. There were several revisions during the car’s life, each resulting in a new Series number. When production ended in 1967, with no replacement, the market for large estate cars was effectively handed over to Volvo, who for many years had virtually no rivals (Citroen and Triumph may choose to disagree, of course!)

The Sceptre MK III, introduced in 1967, was a derivative of the Rootes Arrow design and was the best-appointed version of this model offered by Rootes. It continued Humber’s tradition of building luxury cars and featured wood-veneer fascia, complete instrumentation, adjustable steering column, vinyl roof and extra brightwork on the wheel arches and rear panel. The MK III had a more powerful version of the 1,725 cc engine with twin carburettors giving 87 bhp. The manual-gearbox model featured either the D-type or the later J-type Laycock De Normanville overdrive, with the J-type fitted from chassis numbers L3 onwards starting in July 1972. As with all models in the Arrow range, an automatic gearbox was an option. A closer ratio G-type gearbox was fitted to later Sceptres, using the J-type overdrive. An estate car variant of the Sceptre was introduced at the London Motor Show in October 1974. It featured a built-in roof rack and a carpeted loading floor protected by metal strips and illuminated by an additional interior light. Washer and wiper were provided for the rear window, a rare feature on UK-market estate cars of the time. The Sceptre was discontinued in September 1976, along with the Humber and Hillman marque names. From that time, all models in the Chrysler UK range were branded as Chryslers. Production of the MK III totaled 43,951 units

INVACAR

The Invacar (abbreviated from “invalid carriage”) was a small single-seater microcar vehicle designed for use by disabled drivers, and distributed for free. In 1948, Bert Greeves adapted a motorbike for exclusively manual control with the help of his paralysed cousin, Derry Preston-Cobb, as transport for Preston-Cobb. In the number of former servicemen disabled in the Second World War they spotted a commercial opportunity and approached the UK government for support, leading to the creation of Invacar Ltd. The British Ministry of Pensions distributed Invacars free to disabled people from 1948 until the 1970s. Early vehicles were powered by an air-cooled Villiers 147 cc engine, but when production of that engine ceased in the early 1970s it was replaced by a much more powerful 4-stroke 500 cc or 600 cc Steyr-Puch engine, giving a reported top speed of 82 mph. During the 1960s and 70s the Invacar, with its modern fibreglass shell and ice-blue colouring—nicknamed Ministry Blue after the Ministry of Health—was produced in the tens of thousands. Developments—including an extended wheelbase, widened track and use of Austin Mini wheels—saw the Invacars right through to the end of the final DHSS contract in 1977. More than 50 variants were produced. On 31 March 2003 all Invacars owned by the government were recalled and scrapped because of safety concerns. The veteran vehicle could not meet modern-day government regulations, which required approval under the Motorcycle Single Vehicle Approval scheme as part of a standard set by the European Union. There were still around 200 Invacars in Britain before the 2003 recall and scrapping programme. Hundreds of stockpiled Invacars in government warehouses were scrapped, along with all their spare parts. A few examples survive in the hands of private owners and museums in Britain and abroad. Invacars can still be used on UK roads; only vehicles owned by the government were scrapped. All Invacars were owned by the government and leased to disabled drivers as part of their disability benefit. Their use had been in decline since the introduction of the Motability scheme, which offers disabled drivers a conventional car with modified options.

JAGUAR

The largest concentration of Jaguar cars was on the Jaguar Drivers Club stand, with a variety of different models on show. There was a competition among the cars on display here, and I spotted both Quentin Wilson and legendary former test driver Norman Dewis having a good look at the displayed vehicles.

Oldest Jaguar model type here was the SS100, along with a number of modern recreations. 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.

This is an example of the Jaguar Saloons that were produced in the late 1930s and again once production resumed after the war until 1949. Sometimes referred to as the Jaguar Mark IV. the cars were marketed as the Jaguar 1½ litre, Jaguar 2½ litre and Jaguar 3½ litre with the Mark IV name later applied in retrospect to separate this model from the succeeding Mark V range. All these cars were built on a separate chassis frame with suspension by semi-elliptic leaf springs on rigid axles front and rear. Biggest seller, with 10,980 made, was the smallest model of the range, the 1½ litre, which originally featured a 1608 cc side valve Standard engine but from 1938 this was replaced by a 1776 cc overhead-valve unit still from Standard who also supplied the four-speed manual transmission. Pre-war the car was available as a saloon or drophead coupé but post war only the closed model was made. Up to 1938 body construction on all the models was by the traditional steel on wood method but in that year it changed to all steel. Performance was not a strong point but 70 mph was possible: the car featured the same cabin dimensions and well-appointed interior as its longer-engined brothers. Despite its lack of out-and-out performance, a report of the time, comparing the 4-cylinder 1½-litre with its 6-cylinder siblings, opined that the smallest-engined version of the car was “as is often the case … the sweetest running car” with a “big car cruising gait in the sixties”. For the 2½ Litre, the engine was also sourced from Standard but had the cylinder head reworked by SS to give 105 bhp. Unlike the 1½ Litre there were some drophead models made post-war. The chassis was originally of 119 in but grew by an inch in 1938, the extra length over the 1½ Litre was used for the six-cylinder engine as the passenger accommodation was the same size. Nearly 7000 of these were sold. The 3½ Litre, introduced in 1938, was essentially the same body and chassis as the 2½ Litre but the larger 125 bhp engine gave better performance but at the expense of economy. This is a post-war car.

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 were a number of the open two seater version seen here as well as a couple of the Fixed Head Coupe.

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.

Surely needing no introduction is the E Type Jaguar. I was not around in 1961 to witness the sensation that this car allegedly caused when it was displayed at the Geneva Show, but much has been written to remind everyone of just how this car grabbed people’s attention almost like none other before, or since. Enzo Ferrari, a notoriously difficult individual to please is said to have remarked that it was the perfect car in all bar one respect. The one thing he thought not right was that it did not have Ferrari badges on it! Brilliant though it was, it was not perfect, of course, and the team at Jaguar continued to develop the car, making changes on a continuous basis. Three separate Series are recognised now, with the least of these, and represented by the model on show here, was the Series 3 which was introduced in the Spring of 1971. As well as a new larger grille, the most significant change was the introduction of the 5.3 litre V12 engine. The older 6 cylinder unit remained available, but many loved the effortless performance of the new car, even if it did transform the car’s demeanour into more of a Grand Tourer rather than an out and out sports car. That was the way the market was heading, so Jaguar were wise to follow suit. Over fifty years since that initial unveiling, the E Type beguiles, enthuses and attracts like no other. Among the many examples was a Lightweight Coupe.

Although some of the older cars lived for a few months more, whilst production ramped up, the Jaguar XJ6 and Daimler Sovereign cars that were launched in 1968 were intended to replace all the saloon cars. Offered initially with a choice of 2.8 and 4.2 litre XK engines, these cars wowed the press and the public just as much as many of their predecessors had done, both for their excellence and the fact that they were priced well below their competitors. It was not long before there was a long waiting list. As if this was not enough, the new V12 engine which had first been seen in the Series 3 Jaguar E Type was slotted under the bonnet of the cars in Spring 1972, creating one of the fastest and most refined saloons available in the world. At the time, the fact that it would only average around 11 mpg was not an issue, but within 18 months, and the onset of the Yom Kippur war and the resultant fuel crisis of late 1973, suddenly these cars – desirable as they were – became rather harder to sell. A Series 2 model was launched in the autumn of 1973, with new front end styling and bumper height set to meet the requirements of the critical US market.

With the re-organisation of British Leyland in 1973, for a time Jaguar Cars Limited disappeared as a company name. Jaguar became simply a part of the Leyland Cars company. No Jaguar had taken part in first-line motor sport in the UK since the E-type and the Mark II faded from the scene in the mid-1960s. In theory, it would boost the image of both Jaguar and Leyland, if a Jaguar were to make a successful comeback in racing. All British Leyland motor sport activities were now centralised, and the company increasingly made use of contractors who took on the preparation of cars, and the management of racing teams. Ralph Broad of Broadspeed had enjoyed a successful run with Triumph Dolomites in British saloon car racing. He had ideas of his own about the possibility of developing the Jaguar V12 engine for a proper racing car, and was therefore chosen to spearhead an attempt to bring a Jaguar back into racing, running the XJ12 coupé version – XJC for short – in the European Touring Car Championship. Development began in 1975, and the car was unveiled in March 1976. Staying within the regulations for the Touring Car Championship, the cars were substantially modified by Broad, and amongst other features, were fitted with a manual gearbox! The cars’ debut came in the Tourist Trophy race at Silverstone in September 1976. Derek Bell led the race for a while, until a driveshaft failed. This was to be the recurring theme throughout the car’s brief career: Always spectacular, often fast, but usually denied the reliability – or luck – needed to stay the course, or to achieve a respectably high finish. The best result was to be a second place for Bell and Andy Rouse at the Nürburgring in 1977. Alas, it was not enough for BL to agree to continue with the project for a further season, although Ralph Broad personally never changed his opinion that with further development, the car would have been a winner.

Successor to the E Type was the XJ-S, launched in September 1975, and to a not universally approving public. This was a very different sort of sporting Jaguar, more boulevard cruiser than sports car, even though the car had plenty of appeal with its smooth V12 engine which gave it genuine 150 mph performance. Press reports were favourable, but a thirsty V12 and a car with inconsistent build quality and styling that not everyone warmed to meant that sales were slow, and they got slower as the decade passed, leading questions to be asked as to whether the car should continue. As well as sorting the saloon models, Jaguar’s Chairman, John Egan, put in place a program to improve the XJ-S as well, which also benefitted from the HE engine in early 1981. A Cabrio model and the option of the new 3.6 litre 6 cylinder engine from 1984 widened the sales appeal, and the volumes of cars being bought started to go up. A fully open Convertible, launched in 1988 was the model many had been waiting for, and by this time, although the design was over 10 years old, it was now brimming with appeal to many. 1991 saw an extensive facelift which changed the styling details as well as incorporating the latest mechanical changes from the Jaguar parts bin, making the XJS (the hyphen had been dropped from the name in 1990) a truly desirable car. There were several of them here.

The second generation of the XK debuted in 2005 at the Frankfurt Motor Show in Germany, styled by Jaguar’s chief designer Ian Callum. The X150’s grille was designed to recall the 1961 E-Type. The XK is an evolution of the Advanced Lightweight Coupé (ALC) introduced at the 2005 North American International Auto Show. The XK features a bonded and riveted aluminium chassis shared with the XJ and body panels, both a first for a Jaguar grand tourer. Compared to the XK (X100), the XK (X150) is 61.0 mm (2.4 in) wider and is 162.6 mm (6.4 in) longer. It is also 91 kg (200 lb) lighter resulting in performance and fuel consumption improvements. Unlike the X100, the X150 has no wood trim on the interior offered as standard equipment. The interior featured steering column mounted shift paddles. A more powerful XKR version having a supercharged variant of the engine was introduced in 2007. The XK received a facelift in 2009,[10] with minor alterations to front and rear lights and bumper designs, together with the introduction of a new 5.0-litre V8 for both the naturally aspirated XK and the supercharged XKR. The interior also received some changes, in particular the introduction of the XF style rotary gear selector mated to the new ZF automatic transmission. The XK received a second and more minor facelift in 2011 with new front bumper and light design, which was presented at the New York Auto Show. A higher performance variant of the XKR, the XKR-S, was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40 bhp over the XKR bringing the 0-60 mph acceleration time down to 4.4 seconds and the top speed up to 300 km/h (186 mph). A convertible version of the XKR-S was introduced in 2012. Production of the XK ended in July 2014 without a replacement model.

The “X300” model was the first XJ produced entirely under Ford ownership, and can be considered an evolution of the outgoing XJ40 generation. Like all previous XJ generations, it featured the Jaguar independent rear suspension arrangement. The design of the X300 placed emphasis on improved build quality, improved reliability, and a return to traditional Jaguar styling elements. At the car’s launch in October 1994 at the Paris Motor Show, Jaguar marketing material made use of the phrase “New Series XJ” to describe the X300 models. The X300 series represented the result of a £200 million facilities renewal program by Ford. which included the introduction of state-of-the-art automated body welding robots manufactured by Nissan. Aesthetically, the X300 received several updates in the design refresh led by Geoff Lawson in 1991. The mostly flat bonnet of the XJ40 was replaced with a fluted, curvaceous design that accentuated the four separate round headlamps. Rear wings were reshaped to accommodate the new wrap-around rear light clusters. Also, the separate black-rubber bumper bar of the XJ40 were replaced with a fully integrated body-coloured bumper. The interior of the X300 was similar to that found in the XJ40, with some revisions. The seats were updated to have a more rounded profile, wood trim was updated with bevelled edges, and the steering wheel was redesigned. Jaguar’s V12 engine and AJ6 inline-six (AJ16) engine were both available in various X300 models, although they received significant updates. Both engines were fitted with distributorless electronic engine management systems. The Jaguar X308 first appeared in 1997 and was produced until 2003. It was an evolution of the outgoing X300 platform, and the exterior styling is nearly identical between the two generations, though there are quite a few detailed differences if you know what to look for. The major change was the under the bonnet. Having discontinued production of both the AJ16 inline-six and V12 engines, Jaguar offered only its newly designed V8 engine (named the AJ-V8.) It was available in either 3.2 or 4.0 litre forms, although certain markets, such as the United States, only received cars powered by the 4.0 litre version. The 4.0 litre version was also supercharged in certain models. Equipment levels were notably more generous than had previously been the case.

This is from the X358 generation of XJ, a facelift of the X350, which debuted in February 2007 with a revised front grille and front bumper assembly featuring a prominent lower grille. A Jaguar emblem within the grille replaced the previous bonnet-mounted ornament. The front lights were revised and door mirrors incorporated side repeaters. The front fenders/wings had prominent faux side vents, and the side sills, rear bumper and tail lights were revised. The interior featured redesigned front seats. Short and long wheelbase versions were offered. Engines were carried forward with the diesel having assumed ever greater significance.

JENSEN

There were three early Jensen cars on the Owners Club stand. The most significant of them was the one called “White Lady”, a low-slung V8 tourer that was effectively the first car that the Jensen brothers built under their own name. Sold in Canada in the 1950s, it was recently rediscovered in surprisingly good and original condition.

There were two other pre-war Jensen cars here, again both real rarities. The Jensen S-type was a car built by Jensen Motors from 1936 until 1941 as both a saloon and a convertible. It was the firm’s first volume production car, based on Ford motors from the United States, and chassis parts from Ford of Britain sourced through M B K Motors. The car was built on a steel chassis and used aluminium for the body panels. The car was sold with either a 2,227 cc or a 3,622 cc, Ford Sidevalve V8 engine, equipped with two downdraft carburetors, Vertex ignition, and a Columbia overdrive rear axle. The cars were available in three body styles: 2-door convertible, 3-door tourer, and 4-door saloon. The very elegant 1938 S-Type Tourer is one of just 8 that were built.

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.

With the demise of the Austin-Healey 3000, Donald Healey opened discussions with Jensen Motors, who had built the bodies for Healey’s Austin-Healey cars. The largest Austin Healey Car Dealer in the US, Kjell Qvale was also keen to find a replacement to the Austin-Healey 3000 then became a major shareholder of Jensen, making Donald Healey the chairman. The Jensen-Healey was designed in a joint venture by Donald Healey, his son Geoffrey, and Jensen Motors. Hugo Poole did the styling of the body, the front and back of which were later modified by William Towns to take advantage of the low profile engine and to allow cars for the U.S. market to be fitted with bumpers to meet increasing US regulations. The unitary body understructure was designed by Barry Bilbie, who had been responsible for the Austin-Healey 100, 100-6 and 3000 as well as the Sprite. It was designed to be cheap to repair, with bolt-on panels, to reduce insurance premiums. Launched in 1972 as a fast luxurious and competent convertible sports car, it was positioned in the market between the Triumph TR6 and the Jaguar E-Type. The 50/50 weight balance due to the all alloy Lotus engine led to universal praise as having excellent handling. It all looked very promising, but it was the engine which was the car’s undoing. Various engines had been tried out in the prototype stage including Vauxhall, Ford and BMW units. The Vauxhall 2.3 litre engine met United States emission requirements but did not meet the power target of 130 hp. A German Ford V6 was considered but industrial action crippled supply. BMW could not supply an engine in the volumes needed. Colin Chapman of Lotus offered, and Jensen accepted his company’s new 1973 cc Lotus 907 engine, a two-litre, dual overhead cam, 16 valve all-alloy powerplant. This multi-valve engine is the first to be mass-produced on an assembly line. This setup put out approximately 144 bhp, topping out at 119 mph and accelerating from zero to 60 mph in 8.1 seconds. The problem was that it was a brand new engine, and Lotus were effectively using Jensen-Healey to complete the development. There were numerous issues early on, which meant that warranty claims rocketed and then sales stalled, so whilst this soon became the best selling Jensen of all time, it also helped seal the fate of the company. In total 10,503 (10 prototypes, 3,347 Mk.1 and 7,146 Mk.2) were produced by Jensen Motors Ltd. A related fastback, the Jensen GT, was introduced in 1975. Values are surprisingly low these days, which is a shame, as the problems are long since ironed out, and the resulting car looks good and goes well.

JOWETT

There were a number of cars from this long defunct Bradford-based brand on display. As well as pre war model, the better-known Jupiter sports car was also here. Following the launch of the all new Jowett Javelin and its successes in competition, Jowett decided to use its power train in a sports car for export in the hope of increasing their inadequate steel allocation. The chassis only was displayed in October at the London Motor Show which opened 28 September 1949 and the complete car for the first time in New York in April 1950. Again the chassis only was given its continental launch at the Geneva Motor Show which opened 16 March 1950. It continued in production until 1954. Jowett through Lawrence Pomeroy of The Motor joined forces with ERA and they persuaded Eberan von Eberhorst, formerly with Auto Union, to come to England. He joined ERA in Dunstable and, amongst other projected development and chassis work, designed and developed what became the Jupiter’s tubular steel chassis. The suspension used soft torsion bars and anti-roll bars front and rear with independent suspension at the front. The engine was mounted very far forward ahead of the front axle line with the radiator low behind it over the gearbox. Adjustment of the anti-roll bars easily influenced oversteer and understeer to provide fine suspension tuning. On this torsionally stiff frame Reg Korner of Jowett put a steel framed aluminium drophead coupé body with a bench seat for three people. Eberan’s chassis had been designed for a closed coupé and it proved to require strengthening. The anti-roll bars were abandoned. There was no external access to the boot and the bonnet was rear hinged and opened complete with the wings. These cars were only for export, it was hoped coachbuilders would supply the local market. An initial 75 chassis were supplied to external coachbuilders such as Stabilimenti Farina, Ghia Suisse, Abbott of Farnham and others in Britain. The high cost of these, mostly handsome, bodies for what was only a 1500 c.c. car obliged Jowett to build their own complete cars. The Jowett factory made 731 Mk1 and 94 Mk1a cars. The Mk 1a came out in late 1952 with a little more power (63 bhp) and an opening lid to a boot of larger capacity. The flat four overhead valve engine of 1486 cc was more highly tuned than in the Javelin and had its compression ratio raised from 7.2:1 to 8.0:1 developing 60 bhp at 4500 rpm giving the car a maximum speed of 85 mph and a 0-50 mph time of 11.7 seconds. Two Zenith carburettors were fitted. A four speed gearbox with column change was used. The Jupiter achieved competition success with a record-breaking class win at the 1950 Le Mans 24 Hour race, a class one-two in the 1951 Monte Carlo International Rally, an outright win in the 1951 Lisbon International Rally, and a class one-two in a gruelling four-hour sports car race on the public road at Dundrod Circuit in Northern Ireland in September 1951. This was a resurrection of the famous Ulster Tourist Trophy races of 1928-1936 previously run on the 13.7-mile (22.0 km) Ards circuit. Le Mans was again class-won in 1951 and 1952, and lesser events were taken in 1952 but by 1953 newer faster cars were proving a match for the Jupiter which was after all a well-appointed touring car first and foremost.

Also here was the interesting 1948 Javelin Drophead Convertible, a prototype, which remains a one-off.

KELLISON

This is an example of the American sports-racing marque founded by Jim Kellison in 1957. Kellison was fascinated by aerodynamics so he built this low-drag body on a Plymouth Fury chassis powered by a Chrysler Polysphere 5 litre V8. This was a remarkable engine for the time, a lot lighter than the better-known Hemi, and capable of revving to 8000 rpm with race modifications. Kellison raced it in the US before beginning series production of his cars, of which around 1000 were made. This was the first outing for this car, with restoration not quite finished (it still needs a windscreen). It may have looked different in the past, as not only was there clear evidence of a not that well-repaired accident, but there were layers and layers and paint as well as the old glassfibre. This car was produced by laying glassfibre over a male plug and sanding it down. The later coupes were made from a proper mould and had their own chassis.

LAMBORGHINI

The Espada, a 4-seat grand touring coupé, arrived in 1968. The car was designed by Marcello Gandini at Bertone. Gandini drew inspiration and cues from two of his Bertone show cars from 1967, the Lamborghini Marzal and the Jaguar Piraña. The name “Espada” means “sword” in Spanish, referring to the sword that the Torero uses to kill the bull in the Corrida. During its ten years in production the car underwent some changes, and three different series were produced. These were the S1 (1968–1970), the S2 (1970–1972) and the S3 (1972–1978). Each model featured interior redesigns, while only minor details were changed on the exterior. The Espada was launched at the 1968 Geneva Motor Show. The original design of the dashboard was inspired by the Marzal concept car, and featured octagonal housings for the main instruments, topped by an additional binnacle for the secondary gauges. Wheels were Campagnolo alloys on knock-off hubs, of the same design seen on the Miura. The tail lights were the same units mounted on the first series Fiat 124 Sport Coupé. 186 were made up until January 1970. At the 1970 Brussels Motor Show Lamborghini unveiled the Espada S2. Outside the only change was the deletion of the grille covering the vertical glass tail panel. Inside changes were more radical: all-new dashboard, centre console and steering wheel were installed. The instrument binnacle was of a more conventional rectangular shape, with round gauges. A wood-trimmed fascia extended along the entire width of the dashboard. Power output increased to 350 PS (345 bhp) due to a higher 10.7:1 compression ratio; the brakes were upgraded to vented Girling discs. Power steering was offered as an option. 575 Series II Espada were made, making it the most popular and desirable variant. The Espada S3 was launched in 1972. Its 3.9 litre V12 engine produced 325 PS (321 bhp) With the second redesign the dashboard changed to a aluminium-trimmed cockpit that kept all instruments and most controls (including the radio) within easy reach of the driver. Newly designed wheels on five-stud hubs replaces the earlier knock-off wider wheels fitted with Pirelli Cinturato 215/70WR15 CN12 tyres, making the Espada S3 instantly recognisable; other exterior changes included the square instead of hexagonal mesh grille and tail lights from the Alfa Romeo 2000 replacing the previous Fiat-sourced ones. In 1974 a Borg Warner automatic transmission became available. From 1975 large impact bumpers had to be installed to meet United States safety requirements; some people consider cars produced with them as a separate fourth series, but Lamborghini did not officially change the model designation. In total, 1217 Espadas were made, making it the most successful Lamborghini model until the expansion of Countach production in the mid-1980s.

In its turn, the Diablo gave way to the Murcielago in 2001. Taking its name from the Spanish for “bat”, this was Lamborghini’s first new design in eleven years and more importantly, the brand’s first new model under the ownership of German parent company Audi, which was manifest in a much higher level of quality and reliability. The Murcielago was styled by Peruvian-born Belgian Luc Donckerwolke, Lamborghini’s head of design from 1998 to 2005. Initially it was only available as a Coupe. The Murciélago was an all-wheel drive, mid-engined supersports car. With an angular design and an exceptionally low slung body, the highest point of the roof is just under 4 feet above the ground. One of the vehicle’s most distinguishing features are its scissor doors. which lends to the extreme image. First-generation Murciélagos, produced between 2001 and 2006, were powered by a Lamborghini V12 that traces its roots back to the company’s beginnings in the 1960s. The rear differential is integrated with the engine itself, with a viscous coupling centre differential providing drive to the front wheels. Power is delivered through a 6-speed manual transmission. The Murciélago suspension uses an independent double-wishbone design, and bodywork features carbon fiber, steel and aluminium parts. The rear spoiler and the active air intakes integrated into the car’s shoulders are electromechanically controlled, deploying automatically only at high speeds in an effort to maximise both aerodynamic and cooling efficiency. The first generation cars were produced between 2001 and 2006, and known simply as Murciélago, sometimes Murciélago VT. Their V12 engines produced just under 580 PS (572 hp), and powered the car to 100 km/h (62 mph) in 3.8 seconds. Subsequent versions incorporated an alphanumeric designation to the name Murciélago, which indicated their engine configuration and output. However, the original cars are never referred to as “LP 580s”. The Murciélago Roadster was introduced in 2004. Primarily designed to be an open top car, it employed a manually attached soft roof as cover from adverse weather, but a warning on the windshield header advised the driver not to exceed 100 mph (160 km/h) with the top in place. The designer used the B-2 stealth bomber, the Wally 118 WallyPower yacht, and architect Santiago Calatrava’s Ciutat de les Arts i les Ciències in Valencia, Spain as his inspiration for the roadster’s revised rear pillars and engine cover. In March 2006, Lamborghini unveiled a new version of its halo car at the Geneva Motor Show: the Murciélago LP 640. The new title incorporated the car’s name, along with an alphanumeric designation which indicated the engine’s orientation (Longitudinale Posteriore), along with the newly updated power output. With displacement now increased to 6.5 litres, the new car made 640 PS ( 631 hp) at 8000 rpm. The Murciélago’s exterior received a minor facelift. Front and rear details were revised, and side air intakes were now asymmetrical with the left side feeding an oil cooler. A new single outlet exhaust system incorporated into the rear diffuser, modified suspension tuning, revised programming and upgraded clutch for the 6-speed “e-Gear” automated sequential transmission with launch control rounded out the performance modifications. Interior seating was also re-shaped to provide greater headroom, and a new stereo system formed part of the updated dashboard. Optional equipment included Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, chrome paddle shifters and a glass engine cover. At the 2006 Los Angeles Auto Show, Lamborghini announced that the roadster version of the Murciélago would also be updated to LP 640 status. At the 2009 Geneva Motor Show, Lamborghini unveiled the ultimate version of the Murciélago, the LP 670–4 SuperVeloce. The SV moniker had previously appeared on the Diablo SV, and Miura. SV variants are more extreme and track-oriented, and are released at the end of each model’s production run. The SuperVeloce’s V12 produced 670 PS (661 hp) at 8000 rpm and 660 N·m (490 lbf·ft) of torque at 6500 rpm, thanks to revised valve timing and upgraded intake system. The car’s weight was also reduced by 100 kg (220 lb) through extensive use of carbon fibre inside and out. A new lighter exhaust system was also used. As a result of the extensive weight loss, the SV had a power-to-weight ratio of 429 bhp/ton. Also standard were the LP 640’s optional 15-inch carbon-ceramic disc brakes with 6 piston calipers. The original production plan for the SV was limited to 350 cars, but in fact only 186 LP 670-4s were produced before the factory had to make room for the new Aventador production line. Numbered cars 1–350 do not represent the order in which cars were manufactured. Only 5-6 were made with manual transmission. Production of the Murciélago ended on November 5, 2010, with a total run of 4,099 cars. Its successor, the Aventador, was released at the 2011 Geneva Motor Show.

There were a couple of examples of the Gallardo here, one on the Owners Club stand, the other one elsewhere.

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Final historic Lamborghini here was this gargantuan LM002, the brand’s first four wheel drive model. Although it was not introduced until 1986, its origins go back nearly a decade before that. Lamborghini built its first military vehicle, a prototype vehicle codenamed the “Cheetah”, in 1977. Lamborghini had designed the vehicle with hopes of selling it to companies in the oil exploration and production industry. The original Cheetah prototype had a rear-mounted Chrysler V8 engine. The only finished prototype was never tested by the US military, only demonstrated to them by its designer, Rodney Pharis. It was later sold to Teledyne Continental Motors by MTI and is apparently still in the US. This led Lamborghini to develop the LM001, which was very similar to the Cheetah, but had an AMC V8 engine. It was finally determined that the engine being mounted in the rear caused too many unfavourable handling characteristics in an offroad vehicle, and the LMA002 was built with an entirely new chassis, moving the engine (now the V12 out of the Lamborghini Countach) to the front. After much testing and altering of the prototype, it was finally given a serial number and became the first LM002. The production model was unveiled at the Brussels Auto Show in 1986. It was dubbed the “Rambo-Lambo”. Civilian models were outfitted with a full luxury package, including full leather trim, tinted power windows, air conditioning, and a premium stereo mounted in a roof console. In order to meet the vehicle’s tire needs, Lamborghini commissioned Pirelli to create the Pirelli Scorpion tires with custom, run-flat tread designs. These were made specifically for the LM and were offered in two different tread designs, one for mixed use and the other for sand use only. These tyres could be run virtually flat without risk and could handle the desert heat, the loading, and the speeds of the LM. The LM002 was fitted with a 290-litre fuel tank. For those requiring even more power, the Lamborghini L804 type 7.2 litre marine V12, more commonly found in Class 1 offshore powerboats, could be specified. In 1988, Lamborghini sent an LM002 to a team of special engineers with the intention of making it capable of participating in the Paris Dakar Rally. They stripped it of anything that added unnecessary weight and gave it an upgraded suspension, engine modifications which brought it to 600 hp, full roll cage, plexiglas windows, and GPS equipment. Funding ran out before it could officially be entered in competition, although it did participate in the Rallye des Pharaons in Egypt and another in Greece, both times driven by Sandro Munari.

Completing the display was the latest addition to the range, the Urus SUV.

Reminder that before the were Lamborghini cars, there were tractors came from this display of a couple of the models that were produced in the 50s and 60s.

LANCHESTER

LANCIA

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. A small number were delivered as Van versions (Fourgone). Seen here was the very pretty 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 was a nice Fulvia Berlina.

The Beta family formed the core of Lancia’s range throughout the 1970s, The Berlina model came first, launched at the 1972 Turin Show. In its day, it sold in grater numbers than cars like the rival BMW, though few would believe that now. In 1973 the second style to appear was a 2+2 two-door coupé with a 93″ wheelbase, although due to the fuel crisis it did not become available to the public until early 1974. It was launched with 1.6 and 1.8 engines. New 1.6 and 2.0 engines replaced the original units in late 1975 followed by a 1.3 in early 1976, at which point the Fulvia Coupe was deleted. In 1978 automatic transmission and power steering became available. In 1981 the car received a minor facelift and at the same time the 2.0 became available with fuel Bosch electronic fuel injection. In 1983 a 2.0 VX supercharged engine became available with an output of 135 bhp. The bodywork was developed in-house by a Lancia team led by Aldo Castagno, with Pietro Castagnero acting as styling consultant. Castagnero had also styled the Beta’s predecessor, the Lancia Fulvia saloon and coupé. The car was popular in the mid 1970s with 111,801 examples being built, though they are quite rare now. Seen here were a Berlina Series 3 and a number of Coupe models.

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 saw here.

The Lancia Dedra, produced from 1989 to 2000 was designed to support, and later to replace, the Prisma and is generally considered to be the saloon version of the second generation Delta, that took a further four years before being released. The Dedra was sold in the UK, and it had a tough job on its hands, as it entered a particularly competitive part of the market, that for medium-sized executive saloons. The design, by Ercole Spada of the I.DE.A Institute, produced an excellent drag coefficient of only 0.29. Lancia positioned the Dedra as offering prestige, exclusivity, personality and comfort, achieved through a high level of equipment and use of materials (e.g. Alcantara) as well as details such as special paints, alloy wheels and an attention to soundproofing, ventilation and other issues. Inside the ability to obtain the perfect driving position was helped by the adjustable seats, steering wheel and electrically adjustable mirrors. Safety, both passive with a structure designed to minimise injury in an accident, and active, such as ABS and airbag, was also near the top of the Dedra’s agenda. It was based on the Fiat Tipo-floorpan, because the idea of Fiat Group at the end of the 80s was to achieve, from a single floorpan (for reasons of economies of scale), four different cars from the same base: good value for money for the Fiat Tipo (1988), elegance for Lancia Dedra 1989, convenience at a competitive price for the Fiat Tempra (1990) (with its large boot) and sportsmanship for the Alfa Romeo 155 (1992). Also were designed on the same floorpan the Lancia Delta and the Fiat Coupe. When the Dedra was launched, it was a good time for Lancia: The Thema had been facelifted a year earlier, and despite being on the market for five years was selling well, the Delta (1979), thanks its continued success in competition was living a second youth, and the Y10 had a slight restyling and good sales. However, the Dedra was not a strong success outside Italy. A major facelift in 1993 did little to boost the car’s sales success and the whole Lancia range including the Dedra was withdrawn from RHD markets a year later. The car, after 1993 also sold as a station wagon, remained popular on the Italian market until it was replaced by the all-new Lybra at the end of the 90s. In 1991 the Dedra Integrale had been added to the range. It used the same engine and transmission as the Delta Integrale 8v, a 2-litre 4-cylinder fuel injected twin cam engine, fitted with contra-rotating balancing shafts, and a Garrett T3 turbocharger and associated inter-cooler to aid volumetric efficiency that boosted power output to 171 PS. The Dedra Integrale also used the same permanent 4-wheel drive of the Delta Integrale, and included a new Visco Drive 2000 traction control system and it also included the electronically controlled suspension available as option in the 2.0 and upper versions. A total of 418,084 Dedras were manufactured. There are only a handful in the UK.

Named after the Via Flavia, the Roman road leading from Trieste (Tergeste) to Dalmatia, and launched at the 1960 Turin Motor Show, the Flavia was initially available only as a four-door saloon, featuring a 1.5 litre aluminium boxer engine, Dunlop disc brakes on all four wheels, front-wheel drive and front suspension by unequal-length wishbones. This model was soon joined by a two-door coupé, designed by Pininfarina on a shortened platform. Vignale built 1,601 two-door convertibles, while Zagato designed an outlandish-looking light weight two-door sport version. The sport version has twin carburettors for extra power (just over 100 hp); however, this version of the engine was notoriously difficult to keep in tune. Even the single-carburettor engine suffered from the problem of timing chain stretch. Sprockets with vernier adjusters were fitted to allow for chain wear, and the cam timing was supposed to be checked every 6000 miles. Early cars also suffered from corrosion of the cylinder heads caused by using copper gaskets on aluminium heads; nevertheless, the car was quite lively for its day, considering the cubic capacity. Later development of the engine included an enlargement to 1.8 litres, a mechanical injection version using the Kugelfischer system, and a five-speed manual gearbox. Towards the end of the 1960s, when Fiat took control of the company, the Vignale and Zagato versions were discontinued. The coupé and saloon versions received new bodywork, first presented in March 1969 at the Geneva Motor Show. The engine increased to 2.0 litres, available with carburettor or injection, and four- or five-speed gearbox. The 2.0 litre models were only made with revised Pininfarina Coupe and revised Berlina bodies. The model was updated further in 1971, with squared off styling, becoming the 2000 in which guise it was produced for a further 4 years. Seen here was the short-lived Flavia Convertible

Launched in 1937, the Aprilia was one of the first cars to be designed using a wind tunnel. This was in collaboration with Battista Farina and Politecnico di Torino and allowed the car to achieve a record low drag coefficient of 0.47. This was the last of Vincenzo Lancia’s designs, with the car entering production in the very month in which he died. The first series (model. 238) of which 10,354 units were built between 1937–39 featured a 1,352 cc V4 motor providing 47 bhp. The second series (model. 438) of which 9,728 were made, was first seen in 1939 and production of which continued after the war, had its engine capacity increased to 1,486 cc which provided 48 bhp. A Lusso model of this second series was also offered as well as a lungo (lengthened) version. 706 of these were made between 1946 and 1949, making a grand total of 20,082 cars, with 7,554 additional chassis for coach built bodies, produced in Turin along with about 700 in France. With the Aprilia, Lancia followed their tradition of offering cars with the steering wheel on the right even in markets seen by other manufacturers as left hand drive markets. Outside the UK and Sweden customers increasingly picked the optional left hand drive versions, however. The regular Berlina is the best known version, though the car was available with a number of coachbuilt bodies and these are just as often seen these days.

LAND ROVER

The much-loved Land Rover was here with a number of examples showing the special bodies that were fitted to this most versatile of vehicles.

 

There plenty of examples of the original Range Rover. The Rover Company had been experimenting with a larger model than the Land Rover Series as far back as 1951, when the Rover P4-based two-wheel-drive “Road Rover” project was developed by Gordon Bashford. This was shelved in 1958, and the idea lay dormant until 1966, when engineers Spen King and Bashford set to work on a new model. In 1967, the first Range Rover prototype was built (number plate SYE 157F), with the classic Range Rover shape clearly discernible, but with a different front grille and headlight configuration. The design of the Range Rover was finalised in 1969. Twenty-six Velar engineering development vehicles were built between 1969 and 1970 and were road registered with the number plates YVB151H through to YVB177H. Though being chassis no. 3, the vehicle YVB 153H is believed to have been the first off the production line as a vehicle in that colour was urgently required for marketing. The Velar name was derived from the Italian “velare” meaning to veil or to cover. Range Rover development engineer Geoff Miller used the name as a decoy for registering pre-production Range Rovers. The Velar company was registered in London and produced 40 pre-production vehicles that were built between 1967 and 1970. Most of these Velar pre-production vehicles are accounted for and have survived into preservation, and one of them was presented here. These models fetch very strong money when sold, between £60 -80,000 for the handful that have appeared for sale in the last couple of years. The production Range Rover was launched in 1970, and it was produced until 1994, undergoing quite a transition into a luxury product en route. Early models are currently the most prized ones, and there were a number of those here, as well as some of the later ones with the longer wheelbase, and luxury trim.

Also here was the second generation “P38A” Range Rover. Twenty-five years after the introduction of the original Range Rover, the second-generation was introduced for the 1995 model year, based on the 8 inches (20 centimetres) longer chassis of the old LWB model, and with an updated version of the Rover V8 engine. There was also the option of a 2.5-litre BMW six-cylinder turbo-diesel with a Bosch injection pump. This was the first diesel injection with electronic controls in a Land Rover, before common rails were introduced. This was a result of BMW’s subsequent ownership of Rover Group and hence the Land Rover brand. The new model offered more equipment and premium trims, positioning the vehicle more strongly above the Land Rover Discovery than the old original, to meet the increased competition in the SUV marketplace. This model was the last to feature the Rover V8 and interior leather supplied by Connolly who went out of business in 2002. It was the first model to feature Satellite Navigation as an option. The car never found the same level of enthusiasm as the model it replaced.

There were a couple of Land Rover products in their police guises, the recent Discovery and older Range-Rover P38a.

LISTER

In 1986, a newly formed Lister Cars under the leadership of engineer Laurence Pearce began offering a high performance package for the Jaguar XJS. The cars were sold as Lister-Jaguar and 90 customer cars in total were converted. Lister teamed up with two manufacturers namely WP Automotive and BLE Automotive to carry out the conversion process. The standard package included increased engine displacement to 7.0-litres, a modified fuel injection system with four additional injectors and throttle bodies, larger engine valves along with connecting rods manufactured by Cosworth, a new crankshaft, new cylinder heads, new inlet and exhaust valves, new bearing caps, and a new body kit featuring a spoiler at the rear with a modified rear light clusters and flared wheel arches to accommodate the wide tyres. The modified suspension system featured Koni dampers having 30% stiffer rebound than the original and having a modified rear subframe arrangement with wishbones and radius arms relocated to provide greater triangulation and reduce axle tramp. The new shocks were 100% stiff at the front and 50% stiff at the rear. The braking system had ventilated brake discs and were moved outward for better cooling and stability. The interior was also modified and now had Recaro racing bucket seats and a new steering wheel with optimised feedback. The modified engine was rated at 496 bhp and 678 N⋅m (500 lb⋅ft) of torque. The engine was mated to a 5-speed Getrag manual transmission. The cars were fitted with 17-inch wheels with wide Pirelli tyres measuring 10-inch at the front and 13-inch at the rear. Performance figures include a 0-60 mph acceleration time of 4.5 seconds and a top speed of 322 km/h (200 mph). Some customers further got their cars modified with the addition of the LeMans package. The package included a 6-speed Getrag manual transmission, a new exhaust system and twin-superchargers over the standard package applied in order to extract a power output of 603 bhp from the engine.

LOLA

LOTUS

There was a very impressive display of early Lotus cars which included the oldest known survivor, the car that came to be known as the Lotus Mark II. This was created in 1949, while Colin Chapman was serving with the RAF. For his second car Chapman built on the knowledge gained from building and competing in the Lotus Mark I, so he again used the widely available and inexpensive Austin 7 chassis as a starting point. He boxed in the chassis rails and replaced the cross members with stronger tubular braces. He swapped the Austin engine for a Ford engine and transmission, first from a Ford 8, then from a Ford 10, but retained the Austin 7 rear axle. To be able to use a wider tyre, Chapman adapted Ford pressed-steel wheels. He modified the engine as far as the club rules would allow. Chapman used this chassis and running gear to support a cigar-shaped body with a rounded nose. It has rudimentary cycle-type mudguards. The result was a very competitive trials car, but one also suitable for circuit racing. Chapman used the car to compete in events sponsored by the 750 Motor Club. Although Chapman built the car to compete in English Trials events, he also entered the car in track events, such as Silverstone, where he won in his class. From that point forward, Chapman concentrated on designing and constructing cars for race circuits instead of trials.

The Lotus Seven was launched in 1957 to replace the Mark VI as the ‘entry level’ Lotus model, The Seven name was left over from a model that was abandoned by Lotus, which would have been a Riley-engined single-seater that Lotus intended to enter into the Formula Two in 1952 or 1953. However, the car was completed around Chapman’s chassis as a sports car by its backers and christened the Clairmonte Special. Externally similar to Chapman’s earlier Lotus Mark VI, but with a different tubular frame similar to the Lotus Eleven, the Seven was powered by a 40 bhp Ford Side-valve 1,172 cc inline-four engine. It was used both on the road and for club racing The Lotus Seven S2 followed in 1960 and was supplemented by the Lotus Super Seven S2 from 1961. The Super Seven initially used the larger Cosworth modified 1,340cc Ford Classic engine and later examples were fitted with 1,498cc or 1,599cc engines. The Seven S3 was released in 1968. In 1970, Lotus radically changed the shape of the car to create the slightly more conventional sized Series 4 (S4), with a squarer fibreglass shell replacing most of the aluminium bodywork. It also offered some luxuries as standard, such as an internal heater matrix. Between 1970 and 1975, following a representation agreement, Lotus Argentina SA obtained the licence to manufacture the Lotus Seven in Argentina. This production reached approximately 51 units. These vehicles were not replicas, but built under licence and original brand Lotus. Under the Purchase Tax system of the time cars supplied as a kit (known as “completely knocked down” or CKD) did not attract the tax surcharge that would apply if sold in assembled form. Tax rules specified assembly instructions could not be included, but as the rules said nothing about the inclusion of disassembly instructions, they were included instead and all the enthusiast had to do was to follow them in reverse. However, once the UK joined the EEC on 1 January 1973, the VAT system was adopted instead so the tax advantage of the kit-built Lotus Seven came to an end. In 1973, Lotus decided to shed fully its “British tax system”-inspired kit car image and concentrate on limited series motor racing cars. As part of this plan, it sold the rights to the Seven to its only remaining agents Caterham Cars in England and Steel Brothers Limited in New Zealand. Caterham ran out of the Lotus Series 4 kits in the early 1970s. When this occurred and in accordance with their agreement with Lotus, Caterham introduced its own brand version of the Series 3. They have been manufacturing the car ever since as the Caterham Seven. The car seen here is an S2 Lotus model.

The Lotus Mark VII, IX and X were all very similar. This is a Mark IX, an aluminium-bodied sports racing car, of which about thirty were made. It was closely related to the Lotus Mark VIII of 1954, only about seven of which were built. These cars were largely based on the innovative space frame of the Lotus Mark VI of 1952. The Lotus Mark VIII was Colin Chapman’s first fully enclosed aerodynamic design. Chapman’s basic requirements for the design were for a car of 1100 lbs powered by an 85 bhp engine and a maximum speed of 125 mph. Work began on this design in late 1953, and Chapman was assisted in the design of the body by the aerodynamicist Frank Costin who was the brother of Mike Costin his main collaborator. The spaceframe chassis for the Mark VIII has been described as “the most nearly perfect sports car chassis”. This was Lotus’ first true spaceframe and relied on the aircraft experience of Peter Ross and Gilbert McIntosh. Extremely light (the total weight of the frame alone was only 35 lbs) and very stiff, the frame consisted of only nineteen members and was fully triangulated. But from a practical point, however, the frame had limitations, mostly in maintenance. In order to install the engine, it had to disassembled and then reassembled inside the framework. The spaceframe retained the divided front axle independent suspension that Chapman had used on his earlier cars, with a de Dion layout with inboard brakes at the rear. A modified MG 1500 cc engine and transmission were installed, and a stressed undertray further stiffened the chassis. In its first race at Oulton Park, Chapman set the fastest lap of the day in Mark VIII prototype which was designated P3, but had to retire because of a blown head gasket. However, at the next race at Silverstone, Chapman won the 1,500 cc. class outright. It was at a subsequent meeting of the RAC British Grand Prix at Silverstone on 17 July 1954, where the reputation of Lotus cars was made as Chapman in the Lotus Mark VIII and Peter Gammon in the Mark VI beat the works quad-cam Porsche driven by Hans Herrmann again winning the class. The huge rear tail fins of the VIII proved quite a problem when transporting the cars. For the IX, these were toned down somewhat, as it was discovered that the smaller fins were no less effective. The chassis of the Mark IX was a new design, compared to that of the Mark VIII. Both were space frames of welded steel tube. The new chassis was an advance over the Mark VIII in terms of the efficiency of its design and avoiding the VIII’s need for diaphragm-stiffening panels. However both chassis still used an over-sized lower rail of 1.8-inch tube, a hang-over from the original design of the first Mark VI space frame. Compared to the Mark VIII, the Mark IX was shortened somewhat to a wheelbase of 7 feet 3.5 inches, and the body itself was about two feet shorter than that of the Mark VIII. During this early era, of 1954–1955, Lotus Engineering was still a fledgling company, and cars were delivered in different states of completion on special orders. Similar to the Mark VIII, the Mark IX was available in various configurations and different engines, including the 1500 cc MG, 1500 cc Connaught and 2-litre Bristol were fitted. However, the Mark IX designation is most often powered by the 1100 cc Coventry Climax engine. Apparently two models of Mark IX were offered – the “Club” and the “Le Mans”, the latter of which had larger drum brakes fitted. A total of about thirty of the Mark IX sports racing cars were produced in various forms, and these were successfully raced in both Europe and the US. The first two examples of the Mark IX were apparently delivered to the US with the 1100 cc Coventry Climax engine to compete in the 1955 running of the 12 Hours of Sebring race and were beaten by a Porsche Spyder. These cars were actually entered as Lotus Mark VIII models in the G class by Frank Miller of Larchmont, NY and by Bobby Burns and Norman J. Scott of Houston TX in, respectively, car numbers 78 and 79. The Lotus Works Team entered at least one Mark IX in the Le Mans 24 hour race in 1955, driven by Chapman, which may have been equipped with disc brakes. However, the car was disqualified apparently due to his reversing the car to re-enter the race track after going off course. A further revision created the Mark X, of which only 6 or 7 cars were built.

This is a Type 14 Elite, the first enclosed Lotus, intended for use as a road car as well as for competition purposes. An ultra-light two-seater coupé, the Elite made its debut at the 1957 London Motor Car Show, Earls Court, as chassis #1008 , following a year in development, aided by “carefully selected racing customers”, before going on sale. The Elite’s most distinctive feature was its highly innovative fibreglass monocoque construction, in which a stressed-skin GRP unibody replaced the previously separate chassis and body components. Unlike the contemporary Chevrolet Corvette, which used fibreglass for only exterior bodywork, the Elite also used this glass-reinforced plastic material for the entire load-bearing structure of the car, though the front of the monocoque incorporated a steel subframe supporting the engine and front suspension, and there was a hoop at the windscreen for mounting door hinges and jacking the car up. The first 250 body units were made by Maximar Mouldings at Pulborough, Sussex. The body construction caused numerous early problems, until manufacture was handed over to Bristol Aeroplane Company. The resultant body was both lighter, stiffer, and provided better driver protection in the event of a crash. Sadly, the full understanding of the engineering qualities of fibreglass reinforced plastic was still several years off and the suspension attachment points were regularly observed to pull out of the fibreglass structure. The weight savings allowed the Elite to achieve sports car performance from a 75 hp 1216 cc Coventry Climax FWE all-aluminium straight-4 engine with fuel consumption at 35mpg. All production Lotus Elites were powered by the FWE engine. (Popular mythology says that cars left the factory with a variety of engines, but this is incorrect.) The FWE engine, derived from a water pump engine usually found bolted to a fire truck, was used by Lucas Electric for electrical component life testing in the presence of intense vibration. The car had independent suspension all round with transverse wishbones at the front and Chapman struts at the rear. The rear struts were so long, that they poked up in the back and the tops could be seen through the rear window. The Series 2 cars, with Bristol-built bodies, had triangulated trailing radius arms for improved toe-in control. Girling disc brakes, usually without servo assistance, of 9.5 in diameter were used, inboard at the rear. When leaving the factory the Elite originally fitted Pirelli Cinturato 155HR15 tyres. Advanced aerodynamics also made a contribution, giving the car a very low drag coefficient of 0.29 – quite low even for modern cars. This accomplishment is all the more remarkable considering the engineers did not enjoy the benefits of computer-aided design or wind tunnel testing. The original Elite drawings were by Peter Kirwan-Taylor. Frank Costin (brother of Mike, one of the co-founders of Cosworth), at that time Chief Aerodynamic Engineer for the de Havilland Aircraft Company, contributed to the final design. The SE was introduced in 1960 as a higher performance variant, featuring twin SU carburettors and fabricated exhaust manifold resulting in 85 bhp, ZF gearboxes in place of the standard “cheap and nasty” MG ones, Lucas PL700 headlamps, and a silver coloured roof. The Super 95 spec, with more power, from a higher-tuned engine with raised compression and a fiercer camshaft with 5 bearings. A very few Super 100 and Super 105 cars were made with Weber carburettors, for racing use. Among its few faults was a resonant vibration at 4000 rpm (where few drivers remained, on either street or track) and poor quality control, handicapped by overly low price (thus losing money on every car produced) and, “perhaps the greatest mistake of all”, offering it as a kit, exactly the opposite of the ideal for a quality manufacturer. Many drivetrain parts were highly stressed and required regreasing at frequent intervals. When production ended in 1963, 1030 had been built, although there are sources claiming that 1,047 were produced.

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 Sprint and one of the later S4 cars.

First mid-engined road-going Lotus was the Europa. 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’ 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”.

The Type 75 Elite, announced in 1974, was the first of a new generation of Lotus cars which represented a concerted push up-market. The imposition of VAT had effectively killed off the market for the range of models that Lotus had hitherto produced as kit cars, and the only way to stay profitable was to produce something which could sold at higher prices. So whilst Lotus would tell you that the Elite was a replacement for the Lotus Elan Plus 2, it was more accurate to say that it was a rival for cars like the Reliant Scimitar GTE and Lancia Beta HPE. The styling was quite unlike anything that Lotus had produced before, with distinctive wedge lines penned by Oliver Winterbottom which hid the fact that the bodies were produced out of two separate glassfibre moulds and they had to join up in the middle around the waistline. The shooting brake style, with a hatchback as well as the fact that the Elite had 4 seats made it reasonably practical. luggage compartment. Mechanically there were fewer surprise. It was front engined with rear wheel drive, and had 4-wheel independent suspension using coil springs. The Elite was Lotus’ first car to use the 907 aluminium-block 4-valve, DOHC, four-cylinder, 1973cc, developing 155 bhp. which had previously been used in the Jensen-Healeys, where all the reliability issues had been found) The 907 engine ultimately became the foundation for the 2.0 litre and 2.2 litre Lotus Esprit powerplants, the naturally aspirated 912 and the turbocharged 910. The Elite was fitted with a 4 or 5 speed gearbox and from January 1976 automatic transmission was optional. The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world’s most expensive four cylinder car. Elites were available in 4 main specification variations, 501, 502, 503, and later on 504. The 501 was the ‘base’ version. The 502 added air conditioning, the 503 had power steering and the 504 added automatic transmission. The Elite was the basis for a coupe model, the Eclat which was launched in October 1975. Facelifted versions of both came in 1980, with a larger 2.2 litre engine and refinements to the trim. The Elite would live a couple of years in this form, but market interest shifted to the Coupe and when this was given a more significant revision a couple of years later, and a new name of Excel, the Elite was dropped from the range. Although 2535 of them were made, they are rare these days, so it was nice to see this 503 model.

Perhaps my favourite of all the Lotus models on show were the early Esprit models. 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 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 carburettor version, but at a somewhat higher engine speed, and torque dropped to 202 lb·ft.

In 1987, a new version of the mid-engined car 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 has only ever been one front wheel drive model with Lotus badges on it, the “M100” Elan sports car. Like many specialist produced cars of the era, there was a long wait for this car form when news first broke that it was under development to the actual release of cars people could buy. The M100 Elan story goes back to 1986 and the purchase of Lotus by General Motors which provided the financial backing to develop a new, small, affordable car in the same spirit as the original Elan, the last of which had been built in December 1972. A development prototype, the M90 (later renamed the X100) had been built a few years earlier, using a fibreglass body designed by Oliver Winterbottom and a Toyota-supplied 1.6-litre engine and transmission. Lotus was hoping to sell the car through Toyota dealerships worldwide, badged as a Lotus Toyota, but the project never came to fruition and the prototype was shelved, although Lotus’s collaboration with Toyota had some influence on the design of the Toyota MR2. The idea of a small roadster powered by an outsourced engine remained, however, and in late 1986 Peter Stevens’s design for the Type M100 was approved and work began by Lotus engineers to turn the clay styling buck into a car that could be built. This process was completed in just under three years, a remarkably short time from design to production car. The M100 Elan was conceived as a mass-market car and in particular one that would appeal to US buyers. Consequently, Lotus put an enormous effort (for such a small firm) into testing the car; over a two-year period 19 crash cars and 42 development vehicles were built, logging nearly a million test miles in locations from Arizona to the Arctic. The Elan was driven at racing speeds for 24 hours around the track at Snetterton. Finally each new car was test-driven for around 30 miles at Lotus’s Hethel factory to check for any manufacturing defects before being shipped to dealers. The choice of front-wheel drive is unusual for a sports car, but according to Lotus sales literature, “for a given vehicle weight, power and tyre size, a front wheel drive car was always faster over a given section of road. There were definite advantages in traction and controllability, and drawbacks such as torque steer, bump steer and steering kickback were not insurmountable.” This was the only front-wheel-drive vehicle made by Lotus. Every model made since the M100 Elan, such as the Lotus Elise, has been rear-wheel drive. The M100 Elan’s cornering performance was undeniable (on release the Elan was described by Autocar magazine as “the quickest point to point car available”). Press reaction was not uniformly positive, as some reviewers found the handling too secure and predictable compared to a rear-wheel-drive car. However, the Elan’s rigid chassis minimised roll through the corners and has led to its description as ‘the finest front wheel drive [car] bar none’. Unlike the naturally aspirated version, the turbocharged SE received power steering as standard, as well as tyres with a higher ZR speed rating. The M100 Elan used a 1,588 cc double overhead camshaft (DOHC) 16-valve engine, sourced from the Isuzu Gemini and extensively modified by Lotus (a third generation of this engine was later used in the Isuzu Impulse), which produced 162 hp. 0–60 acceleration time was measured by Autocar and Motor magazine at 6.5 seconds, and a top speed of 137 mph was recorded. Significant differences in the Isuzu-Lotus engine from the original include a new exhaust system, re-routed intake plumbing for better thermodynamic efficiency, improved engine suspension, and major modifications to the engine control unit to improve torque and boost response. Almost all models featured an IHI turbocharger. Two variants were available at launch, the 130 bhp Elan 1.6 (retailing at £17,850) and the 162 bhp Turbo SE (£19,850). Initial sales were disappointing, perhaps because its launch coincided with a major economic recession in the UK and USA, and perhaps also because it coincided with the cheaper Mazda MX-5 which was arguably similar in concept, though the MX-5 was quite intentionally nostalgic and old fashioned (apeing the original Elan), while the M100 was deliberately futuristic, modern and forward looking. The Elan was regarded as a good product in a bad market, but was also very expensive to make (the cost to design and produce the dashboard alone was more than the total cost of the Excel production line), and sales figures were too low to recoup its huge development costs. Altogether 3,855 Elans were built between November 1989 and July 1992, including 129 normally aspirated (non-turbo) cars. 559 of them were sold in the US, featuring a ‘stage 2 body’ which had a different rear boot spoiler arrangement together with a lengthened nose to accommodate a USA-compliant crash structure and airbag, and 16-inch wheels (optional in most markets, standard in the U.S.) instead of 15-inch as on the UK model. A limited edition of 800 Series 2 (S2) M100 Elans was released during the Romano Artioli era (produced June 1994–September 1995) when it was discovered that enough surplus engines were available to make this possible. According to Autocar magazine, the S2 addressed some of the concerns over handling, but power was reduced to 155 bhp and the 0–60 acceleration time increased to 7.5 seconds, due to the legislative requirement to fit a catalytic converter in all markets. The S2s have very similar performance to the USA vehicles, having an identical engine management system calibration and a slightly lower overall vehicle weight.

Also here was the very latest Exige.

MARCOS

There were a number of Marcos models on the Owners Club stand. Designed by brothers Dennis and Peter Adams, this well-known car caused something of a sensation when it was shown at the 1964 Racing Car Show. Known as the Marcos 1800, it had a glassfibre body, with a wooden chassis and was offered for sale fully built or in kit form. This was to be the design that would become familiar to sports car enthusiasts for more than 30 years, even though the original plywood chassis would later be replaced by a steel chassis and the futuristic scalloped dashboard also vanished after a few years. The plywood chassis was glued together from 386 separate pieces and was not only light and strong, but also required a minimum up front investment to construct. The extremely low Marcos required a nearly supine driving position and fixed seats, mounted lower than the floor of the car. In return, the entire pedal set could be moved fore and aft with a knob on the dashboard. If this proved not to be enough Marcos also offered optional booster pillows. This setup, with the fixed seats, remained until the end of Marcos production in late 2007. The original Marcos 1800 had a two-spoke steering wheel and a novel dash with a prominent centre console, a rather expensive design which did not survive onto the Ford-engined cars. The entire nose portion, of a long and tapered design, was hinged at the front and was held down by latches behind the front wheelwells. It used the cast-iron four-cylinder 96 hp Volvo 1778 cc B18 unit with overdrive gearbox from the Volvo P1800S enough for a 116 mph top speed and a 0-60 mph time of 8.2 seconds. Successful in competition, the rather expensive 1800 sold very slowly, and after the first 33 cars the de Dion rear suspension was replaced by a live Ford axle. The price was dropped from ₤1500 to ₤1340, but it was not enough to make the car profitable. Cars were stockpiling in 1966, and after 106 (or 99) had been built, the 1800 was replaced by the Ford-engined 1500. Normally fitted with a four-speed manual transmission a five-speed one was also available, allowing for a higher top speed. According to some sources, a few of the last cars built had the 2 litre Volvo B20 engine fitted, as did some of the racing cars. The 1800 is the only Marcos that is eligible for historic racing and as such is considerably more valuable today than later models. In 1966 the GT was changed to a pushrod inline-four Ford Kent engine of 1500 cc, in order to lower costs as the 1800 had been rather too expensive to market. The complex dash was also replaced with a flat polished wood unit, which was soon downgraded further yet to a mass-produced “wood-effect” one. Power and performance were both down on the 1800, but sales increased considerably. To hide the fact that a common Ford engine was used, Marsh replaced the rocker covers with Marcos ones and switched from Weber to Stromberg carburettors. An overbored Lawrencetune 1650 cc version was made available in 1967 (32 built) to ameliorate the power shortage, for the Marcos 1650 GT. The 1650 also had bigger disc brakes and a standard Webasto sunroof, but proved somewhat less than reliable It and the 1500 were both replaced by Ford’s new Crossflow four not much later, in late 1967. The 1600 proved to be the most popular model yet, with 192 cars built until early 1969. Weight was 740 kg (1,631 lb) and disc brakes up front were standard, although power assist was an optional extra. Production ended in October 1969 as the new steel chassis was not well suited for the crossflow engine. A new model, the 2 litre, appeared at the January 1969 London Show with the engine changed to the Ford Essex V4 engine from the Ford Corsair – while a V6 engine had already appeared at the top of the lineup in 1968. Also in 1969, the plywood chassis was gradually replaced by a square section steel one, which shortened production time and saved on cost. These steel framed cars required a lower sill panel and have reshaped rear bumpers, as well as some subtle interior differences. The wooden chassis had also begun to meet a certain amount of resistance from buyers. There seem to have been no V4-engined wooden cars made, although there is a few months overlap between the introduction dates. The V4 received most of the same standard and optional equipment (except the overdrive) and the same central bonnet bulge as did the V6 models; very few of the Marcos 2 litres still have their V4 engines, as a V6 swap is a rather quick job and makes for a much faster car than the original’s 85 hp. It was not exactly a success story, 78 2 litres were most likely built, although numbers as low as 40 have also been mentioned. New at the October 1968 London Show was the more powerful Marcos 3 litre. Fitted with the double-carb Ford Essex V6 engine and transmission from the Ford Zodiac, production beginning in January 1969. Max power was 140 bhp and aside from the badging, this car is most easily recognised by the large, central bonnet bulge necessary to clear the larger engine. The 3 litre had a four-speed manual with a Laycock-de-Normanville Overdrive for the third and fourth gears fitted. In December 1969 a twin-carburetted 3-litre Volvo B30 straight-six became available (initially only for the US), and in 1971 eleven or twelve cars were fitted with the 150 bhp Triumph 2.5-litre straight-six. These were called the Marcos 2½ litre. As the bonnet was a close fit over the various larger engines, this resulted in a corresponding variation in the bonnet design as regards changes designed to clear engine air intakes, often the only external sign of the type of engine fitted. All inline-sixes required a rather angular bulge right of centre on the bonnet to clear the carburettors. Around this time, some V6 cars begun sporting single rectangular headlights (not on US-market cars), borrowed from the Vauxhall Viva HB. Later in 1969 the six-cylinder cars, as with their four-cylinder counterparts, received the new steel chassis. Either 100 or 119 of the wood-chassied V6 cars were built. The Ford V6 version achieved over 120 mph on test and the Volvo-engined model was not far behind it, but the heavy cast-iron engines increased nose-heaviness in comparison to the four-cylinder variants. With US sales going strong, Marcos production was up to three per week and they had to invest in a bigger space in 1969. Cars for the North Americas market had Volvo’s inline-six cylinder, 3 litre engines with a standard Borg-Warner Type 35 automatic transmissions. They sat on tubular steel space frames, have a higher ride height, and no headlight covers – all of this was in order to get US road certification. Air conditioning was also listed as an option by New York-based importers Marcos International Inc. Delays and problems with the federalised cars were beginning to mount. In 1970, 27 exported cars were impounded by US Customs for supposedly not meeting federal law, causing Marcos to withdraw entirely from the US market. Together with the development costs of the Mantis and the introduction of VAT on kit cars on the horizon, Marcos had to close its doors for what turned out to be the first time. About sixty US market cars were built, some of which were brought back after the US market dried up in 1970 and converted to RHD for sale in the home market. Production of the Volvo 3 litre continued for the rest of the world, with these cars fitted with a four-speed manual transmission. Either 80 or 172 of the Volvo I6-engined Marcos were built until early 1972, with the final one destined to become the last Marcos built for the next ten years. After Marcos had run out of money the company was sold to Hebron & Medlock Bath Engineering in mid-1971. They themselves had to call in the receivers only six months later. The Rob Walker Garage Group bought the factory only to sell off everything, including some finished cars such as all six Mark 2 1600s built. Jem Marsh bought up spares and other parts at the liquidation sale and proceeded to run a company servicing existing Marcos, until he resumed production of Marcos kits in 1981. The original GT continued to be built until 1989 or 1990, being developed into its altered Mantula form. This was further developed into more powerful and aggressively-styled designs, culminating in the 1994 LM600 (which competed in the 1995 Le Mans 24-hour race).

MASERATI

Maserati had made their first forays into the grand tourer market, with the 1947 A6 1500, 1951 A6G 2000 and 1954 A6G/54, but whilst these cars had proven that the expanding the business beyond race cars was feasible; these A6 road cars were still built at the rate of just a dozen examples a year, which hardly constituted series production. A different approach was going to be needed, with the objective of building fully accomplished grand tourers. An engine was not really a problem. The 2 litre twin cam unit that had enabled Maserati to achieve racing success and international visibility in the early 1950s, thanks to cars such as the A6GCM;, had already been enlarged to three litre capacity on the Maserati 300S. Chief engineer Giulio Alfieri felt the next step was to design an all-new 3.5-litre engine; the resulting long-stroke six, designed foremost for endurance racing on the Maserati 350S, was ready in 1955. The main development efforts that led to the 3500 GT were carried out in 1956–57, despite the frantic activity required by Maserati’s participation in the Formula 1 world championship. Alfieri modified the 350S’s engine to suit a touring car, such as switching to a wet sump oil system and changing the engine accessories. He also made several business trips to the United Kingdom in order to contact components suppliers. None were found in Italy, as Italian taxation system and the industry structure forced manufacturers to design every part in-house; a daunting task for small companies like Maserati. Thus the 3500 GT alongside Italian Weber carburettors and Marelli ignition, used many British-made components such as a Salisbury rear axle, Girling brakes and Alford & Alder suspension parts. Clearly the bodywork would have to be Italian. According to Carrozzeria Touring’s Carlo Felice Bianchi Anderloni it was Commendatore Franco Cornacchia, a prominent Ferrari dealer, that put in contact Maserati owner Omar Orsi with the Milanese Carrozzeria The first 3500 GT Touring prototype had a 2+2 body, with superleggera construction and was white in colour; it was nicknamed Dama Bianca (White Lady). Two 3500 GT prototypes were shown at the March 1957 Salon International de l’Auto in Geneva. Both had a 2,600 mm (102.4 in) wheelbase and aluminium bodywork; they were Touring’s Dama Bianca, and another one by Carrozzeria Allemano. Touring’s proposal was chosen for series production; few changes were made to it, chiefly a more imposing grille. Production of the 3500 GT started in late 1957; eighteen cars were built that year, the first handful leaving the factory before Christmas. All 3500 GTs had leather interior and Jaeger-LeCoultre instruments. A first Touring convertible prototype was shown at the 1958 Turin Motor Show, but it was a proposal by Carrozzeria Vignale (designed by Michelotti) shown at the 1959 Salon de l’Auto in Paris that went into production as 3500 GT Convertibile. The Convertibile did not feature Touring’s Superleggera construction, but rather a steel body with aluminium bonnet, boot lid and optional hard top; it was also built on an 10 cm (3.9 in) shorter wheelbase, and weighed 1,380 kg (3,042 lb). Front disc brakes and limited slip differential became optional in 1959, and were standardized in 1960; rear discs became standard in 1962. The 3500 GTi was introduced at the 1960 Salon International de l’Auto, and by the following year became the first fuel-injected Italian production car. It had a Lucas mechanical fuel injection, and developed 232 bhp. A 5-speed gearbox was now standard. The body had a lowered roofline and became somewhat longer; minor outward changes appeared as well (new grille, rear lights, vent windows). From 1961 convertible 3500s for export markets were named 3500 GT Spyder and GTi Spyder. In total, 2,226 3500 GT coupés and convertibles were built between 1957 and 1964. In the first year, 1958, just 119 cars were sold, while 1961 was the best-selling year, totalling 500. All together, 245 Vignale convertibles and nearly 2000 coupés were manufactured, of these, 1981 being Touring coupés, the rest were bodied by other coachbuilders: Carrozzeria Allemano (four coupés, including the 1957 prototype), Zagato (one coupe, 1957), Carrozzeria Boneschi (1962 Turin Motor Show and 1963 Geneva Motor Show ), Pietro Frua (two or three coupés, one spider) and Bertone (one coupé, 1959 Turin Motor Show) The last was a coupé by Moretti for the 1966 Geneva Motor Show. The car was replaced by the Sebring in 1964.

Dating from the late 1960s was this Mexico. The Maserati Mexico’s design derived from a 2+2 prototype bodywork shown on the Vignale stand at the October 1965 Salone di Torino and built upon a 4.9-litre 5000 GT chassis, rebodied after it had been damaged. As the car after the show was sold to Mexican president Adolfo López Mateos, the model became known as the Mexico. By coincidence, John Surtees won the Mexican Grand Prix on a Cooper-Maserati T81 the following year. Vignale’s prototype was so well received that Maserati immediately made plans to put a version into production. The production Maserati Mexico debuted in August 1966 at the 20° Concorso internazionale di eleganza per auto in Rimini,[5] while its international première was at the October Paris Motor Show. It was built on the first generation Quattroporte chassis with a wheelbase shortened by 11 cm (4.3 in). Originally powered by a 4.7-litre 90° V8 fed by four twin-choke 38 DCNL5 Weber carburetors that produced 290 bhp, the car managed to turn out a top speed between 240–250 km/h (149–155 mph). In 1969, however, contrary to Maserati tradition, the Mexico was also made available with a smaller engine, the 4.2-litre V8 engine. Apart from the smaller engine option the Mexico underwent few changes during its lifetime. Its luxurious interior included a rich leather seating for four adults, electric windows, wooden dashboard, iodine headlights and air conditioning as standard. Automatic transmission, power steering and a radio were available as optional extras. The 4.7-litre version was fitted with 650×15″ Borrani chrome wire wheels and the 4.2-litre version with steel disc wheels. When leaving the factory all Maserati Mexicos originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The Mexico was the first production Maserati to be fitted with servo assisted ventilated disc brakes on all four wheels. In May 1967, under commission from the German concessionaire Auto Koenig for one client, Herr Rupertzhoven, Maserati built a ‘Mexico’ similar to Vignale’s original prototype design but was the work of Frua. Appearing like a 4-seat Mistral and built on the same tubular chassis as the 3500 GT (2600 mm wheelbase), this prototype ‘Mexico’ was fitted with the Mistral’s six-cylinder 3.7-litre Lucas fuel-injected engine. It was finished in Oro Longchamps with a black leather interior. Its dashboard came from the Quattroporte. 485 Mexicos were produced, 175 equipped with the 4.7 engine and 305 with the 4.2.

First unveiled in prototype form on the Maserati stand at the November 1966 Turin Motor Show, the Ghibli, a grand tourer with an all steel body, characterised by a low, shark-shaped nose, was designed by a young Giorgetto Giugiaro, then working at Carrozzeria Ghia. Deliveries started in March of the following year. While the 1966 Ghia prototype was a two-seater, on the production car two emergency rear seats were added—consisting of nothing more than a cushion without backrest—and the Ghibli was marketed as a 2+2, though everyone tends to think of this car as a 2 seater, and the later Indy as the real 2+2 from the range. The first Ghibli cars were powered by a front placed quad-cam 4.7 litre dry sump V8 engine that produced 306 bhp, mated to a five-speed manual or, on request, to a three-speed automatic transmission. It had a 0-60 mph time of 6.8 seconds, a top speed of 250 km/h (155 mph). The car also featured pop-up headlamps, leather sport seats and alloy wheels. A convertible version, the Ghibli Spyder, went into production in 1969. Its convertible top folded away under a flush fitting body-colour tonneau cover behind the front seats; thus the Spyder eschewed any vestigial rear passenger accommodation, and was a strict two-seater. A removable hard top was available as an option. The 4.9-litre Ghibli SS was released later in 1969. Its V8 engine was stroked 4 mm to displace 4930 cc, and put out 330 bhp; its top speed of 280 km/h (174 mph) made it the fastest Maserati road car ever produced. In all, 1,170 coupés and 125 Spyders (including 25 Spyder SS) were produced.

The Maserati Indy (Tipo AM 116) is a four-seater fastback grand tourer produced from 1969 to 1975. The Indy was conceived as an alternative to the Ghibli offering a V8 engine and room for four people; it effectively replaced both the ageing six-cylinder 2+2 Maserati Sebring—which descended from the 1957 3500 GT— and the first generation Quattroporte. Two coachbuilders showed their proposals at the November 1968 Salone dell’automobile di Torino, both based on a Maserati 4.2-litre chassis. On Ghia’s stand there was the Simùn, a 2+2 berlinetta designed by Giorgetto Giugiaro; on Carrozzeria Vignale’s, a sleek 4-seater fastback penned by Giovanni Michelotti. Both coachbuilders had already an established relationship with Maserati, as Vignale had been responsible for the 3500 GT Spyder, Mexico and Sebring, while Giugiaro had recently penned the Ghibli at Ghia. Vignale’s prototype was preferred, and the production model was launched by Maserati at the Geneva Motor Show the following March. The car was christened Indy in honour of Maserati’s two victories at the Indy 500. At its launch in 1969 the Indy was offered with a 4.2-litre V8 engine. From 1970 a 4.7-litre Indy 4700 was offered alongside the 4200; the same year some interior updates were introduced, including seats with retractable headrests and a new dashboard. In 1972, Maserati added the Indy 4900 to the range, equipped with the new 4.9-litre V8. Production of the Indy ended in 1975. In total 1,104 were produced, 440 of them Indy 4.2s, 364 Indy 4.7s and 300 Indy 4.9s. These days the cars worth a fraction of the prices charged for a Ghibli, which makes them something of a bargain to my mind.

The Merak was the marque’s entry level car from the 1970s, introduced at the 1972 Paris Auto Show, over a year after the Bora, a car whose front part of the bodyshell up to the doors, it shares. The front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Unlike its bigger sister the Merak doesn’t have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle’s silhouette by adding open flying buttresses, visually extending the roofline to the tail. The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally. Having been designed during the Citroën ownership of Maserati, certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. These included the braking system and the clutch which were both hydraulically assisted and operated, and the pop-up headlights were hydraulically actuated. After 1976, when the French manufacturer gave up cbontrol of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years. The Merak’s V6 engine descended from the 2.7 litre Tipo C.114 originally designed by Giulio Alfieri in 1967 for use in the Citroën SM, that was bored out to 91.6 mm to displace 2,965 cc. It was a chain-driven double overhead camshaft, 12-valve unit featuring an unusual 90° angle between the cylinder banks. The lubrication system used a wet sump and an oil cooler. This V6 did not end its days on the Merak: it was later modified and made into the first ever production twin-turbocharged engine in the Biturbo, ending its career in the 1990s Ghibli after reaching the highest specific output of any production engine at the time. The powerplant was mounted longitudinally behind the passenger compartment, and joined through a single-plate dry clutch to a 5-speed, all syncromesh Citroën transaxle gearbox and a limited-slip differential. The original Merak’s three-litre engine produced 190 PS at 6000 rpm. Three twin-choke Weber carburettors (one 42 DCNF 31 and two 42 DCNF 32) fed the engine, and the compression ratio was 8.75:1. Maserati declared a top speed of over 240 km/h (149 mph). Early Meraks (1972 to 1975) were fitted with the Citroën SM’s dashboard, characterised by oval instrument gauges inset in a brushed metal fascia and a single-spoke steering wheel. 630 were made up to 1974. The lightened and more powerful Merak SS (Tipo AM122/A) was introduced at the 41st Geneva Motor Show in March 1975, although it did not enter production until the next year. It featured a 50 kg weight reduction and a 30 PS power increase to 220 PS (217 hp), thanks to the adoption of three larger 44 DCNF 44 carburettors and a higher 9:1 compression ratio. The SS was recognisable from a black grille between the pop-up headlights. A Maserati-designed upper fascia with round instruments and a four-spoke steering wheel replaced the previous SM-derived interior furniture. Later cars were bestowed with the full driver-oriented dashboard and three-spoke padded steering wheel of the Maserati Bora. The US-spec version of the Merak SS also saw a return to traditional hydraulics, eliminating the last of the Citroen high pressure system. 1000 units of the SS had been made by 1983, when all Merak production ceased. A third version of the Merak was made, In November 1977 at the Turin Auto Show, De Tomaso launched the Merak 2000 GT (Tipo AM122/D), which was basically a Merak with a smaller two-litre powerplant. It was built almost exclusively for the Italian market, where a newly introduced law strongly penalised cars with engine capacity over 2000 cc by subjecting them to a 38% Value Added Tax against the usual 19% VAT. The Merak’s competitors already offered similar two-litre models, specifically the Urraco P200 and Dino 208 GT4. The Merak 2000 GT featured a 1,999 cc engine generating 170 PS (168 hp) at 7000 rpm. Colour choice was limited to two shades: metallic light blue or gold. The two-litre cars were also distinguished by a black tape stripe running just below the mid-body character line, matte black bumpers in place of the usual chrome and the absence of the front spoiler, available as an optional. The SS’s front bonnet with the grille between the headlights was used on 2000 GTs. When production ended in 1983 just 200 Meraks 2000 GT had been made. Although a total of 1830 Merak models were made, they are rare cars now. Their low values meant that when they went wrong, which they inevitably did, it was not economic to repair or restore them, and a large number have been scrapped, which is a pity, as this is a great looking car.

Top of the range throughout the 1970s was the stunning Khamsin and there was one of them here. Introduced on the Bertone stand at the November 1972 Turin Auto Show. and designed by Marcello Gandini, it was Bertone’s first work for Maserati. In March 1973 the production model was shown at the Paris Motor Show. Regular production of the vehicle started only a year later, in 1974. The Khamsin was developed under the Citroën ownership for the clientele that demanded a front-engined grand tourer on the lines of the previous Ghibli, more conventional than the mid-engined Bora. The Khamsin’s body is prominently wedge-shaped, with a fastback roofline and kammback rear end. The tail is characterized by a full-width glass rear panel, carrying inset “floating” tail lights. Combined with the wide, almost all-glass rear hatch this gave exceptional rear visibility in comparison to most cars, especially similar sports cars. Cosmetic triangular vented panels are inlaid in the C-pillar, with the right-hand one hiding the fuel filler cap. Another distinguishing feature is the engine bonnet, pierced by asymmetrical vents. Design features as the wedge body, glazed tail panel and the location of the fuel filler cap all carry Gandini’s signature, as they were all present on his earlier Lamborghini Espada. Despite being marketed as a 2+2, the leather-trimmed rear seats, nestled between the two fuel tanks, were found too lacking in headroom and legroom to be usable. The complete instrumentation included gauges for speedometer, tachometer, water temperature, oil temperature, oil pressure, voltmeter and a clock. The Khamsin used an all-steel monocoque construction, with a rear Silentbloc-bushing insulated tubular subframe supporting the rear suspension and differential. Suspension was double wishbones all around – a major improvement over the Ghibli’s leaf-sprung solid axle – with coaxial springs and shock absorbers (single upfront, double at the rear) and anti-roll bars. The front-mid mounted engine gave the car a 50/50 weight distribution; it was pushed so far back towards the firewall that the full size spare tyre could be stored beneath the radiator in front of it, thus freeing up space in the boot. Apart from the adoption of Bosch electronic ignition, Maserati’s 4,930 cc DOHC, 16-valve V8 engine was carried over from the Ghibli SS and delivered 320 bhp at 5500 rpm and 355.5 lb-ft of torque at 4000 rpm. It was fed through four double barrel 42 DCNF 41 Weber carburettors and used dry-sump lubrication. As on the Ghibli the fuel tanks were two, but not of similar size. A small tank is on the right and it is connected to the main tank below the cargo floor, with a single fuel filler on the right hand side feeding directly the small tank. The double exhaust system ended with two resonators, each with twin exhaust tips. Power was routed to the rear wheels through a 5-speed, all syncromesh ZF manual gearbox with a single-plate dry clutch; a 3-speed Borg Warner automatic transmission was also available on request. Khamsins rode on 215/70 Michelin XWX tyres on 7½J 15″ Campagnolo alloy wheels. Having been developed under the Citroën ownership, the Khamsin made large use of its high-pressure hydraulic systems. The power steering used the Citroën SM’s DIRAVI speed-sensitive variable assistance, which made steering lighter for easier parking and decreased its intervention with speed. The all-around vented disc brakes and the clutch command were both hydraulically actuated and assisted. The adjustable seats and the pop-up headlights were also hydraulically actuated. An adjustable steering column (an innovative feature at the time), air conditioning, electric windows, a radio and full leather upholstery were standard. Maserati claimed a 270 km/h (170 mph) top speed for the European-specification model. In 1977 a mild facelift added three horizontal slots on the Khamsin’s nose to aid cooling. Inside it brought a restyled dashboard and a new padded steering wheel. One Khamsin was delivered to Luciano Benetton in 1981. Despite the many improvements over its predecessor, the Khamsin didn’t replicate its success; partly due to the concurrent fuel crisis that decreased demand for big V8 grand tourers. Production ended in 1982, with 435 vehicles made (a mere third of the Ghibli’s 1274 examples production run) – 155 of whose had been exported to the United States.

This rather fabulous Shamal was to be found on Auto Italia magazine’s stand, a reminder that the car had recently been featured on the publication’s pages. In keeping with Maserati tradition, the Shamal was also named after a wind, in this case a hot summer wind that blows in large areas of Mesopotamia. My favourite of the Biturbo generation Maserati models, it was introduced on 14 December 1989 in Modena, when Maserati president and owner Alejandro de Tomaso showed it to the press, it was the last model announced under the De Tomaso ownership, as in January 1990 half of Maserati was acquired by Fiat S.p.A.. Sales began in 1990. The Shamal was designed by Marcello Gandini, of Bertone fame. Clearly based on the Biturbo, as you can see in the doors, interior, and basic bodyshell, all of which were carried over from the Biturbo. Gandini’s styling signature is visible in the slanted profile of the rear wheel wheel arch, also present on the fourth generation Quattroporte IV and first seen on the Lamborghini Countach. Nonetheless, the Shamal has a look all of its own, with the centre pillar wrapping around the cabin as a roll bar, always finished in black, a distinguishing characteristic of the Shamal. The name “Shamal” appears on either side of the central pillar in chrome lettering. The car has alloy wheels, a small rear spoiler and a blacked-out grille with chrome accents. Another defining feature of the Shamal are its numerous headlamps in individual housings: outer round Carello low beams of the then-new projector type, inner rectangular high beams, combined indicators and position lamps in the bumper, and two pairs of square lights in the lower grille—fog lamps and driving lamps. The two-seat interior of the Shamal features extended leather seat cushions, temperature control and the famous Maserati oval clock, which is situated in the centre of the dashboard. The gear lever is finished in elm. While built for comfort as well as performance, the Shamal was not as luxuriously appointed as the similar Maserati Ghibli II. The Shamal used a traditional front-engine, rear-wheel-drive layout and an all-steel unibody construction. Suspension was by MacPherson struts upfront and semi-trailing arms at the rear. All Shamals were equipped with an adaptive suspension developed by Maserati together with Koni. The system varied the damping rates, based on road conditions and the level of comfort desired. It was powered by an AM 479 3,217 cc square (bore and stroke 80 mm) V8 engine, with two overhead camshafts per bank, and four valves per cylinder. It was twin-turbocharged with two IHI turbines and intercoolers, and equipped with a Marelli IAW integrated electronic ignition and fuel injection ECU per cylinder bank. The engine put out 325 PS at 6,000 rpm and 320 lb·ft at 3,000 rpm. Power was sent to the rear wheels through a six-speed Getrag manual transmission and Maserati’s Ranger limited-slip differential. The manufacturer claimed a top speed of 170 mph and a 0 to 62 mph acceleration time of 5.3 seconds. The final year of production for the Maserati Shamal was 1996 and factory figures indicate that 369 examples were produced.

MATRA

To replace the M530, Matra worked in cooperation with the automaker Simca. Designed by the Greek, Antonis Volanis, the new car was marketed as Matra-Simca Bagheera to highlight the link, except for the final production year 1980, when it was re-badged Talbot-Matra Bagheera after Chrysler Europe’s demise and subsequent takeover by PSA. Named after the panther from The Jungle Book, the Bagheera was created using stock Simca components, including the engines, gearbox and suspension elements, but unlike the front wheel drive Simca 1100 and 1307 cars it shared them with, it was a mid-engined car. The Bagheera’s body was made of polyester, mounted on a steel structure. It was formed in the shape of a sleek hatchback, with a rear hatch that allowed access to the engine mounted behind the passenger compartment. There was only one row of seats, but it featured an unusual combination of three abreast, one of the few three-passenger sports cars ever made. When launched in 1973, the Bagheera was only available with a 4 cylinder 1294cc engine. In 1975, the range grew to include a 1442cc version of the same engine. The Bagheera is also notable as one of the few manufacturers in the world to have developed a “U engine” for this vehicle. As Matra engineers believed the Bagheera could use a more powerful unit, they created a unique construction out of two 1.3 litre Simca engines, joined side-by-side by a common pan unit, the two crankshafts being linked by chain. This resulted in a 2.6 litre 8-cylinder unit, producing 168 bhp. However, Chrysler Europe was unwilling to pursue the project due to the developing fuel crises as well as its own financial problems. Thus, the U8-powered Bagheera remained as a prototype and only three units were ever built. In 1976, the Bagheera underwent a major restyling, with basically only the rear hatch unchanged, producing the Bagheera type II. Another change took place in 1978, when the dashboard was replaced again, and in 1979 the Bagheera was given conventional door handles in lieu of the previous “hidden” ones. Production of the Bagheera ended in 1980, when it was replaced by Matra Murena, with 47,802 Bagheeras built in total. Very few Bagheeras remain in existence today, as they suffered badly from quality issues (the Bagheera won the ADAC Silberne Zitrone = “Silver Lemon” award in 1975 for the poorest quality car of that moment) and extensive body rot. Though the polyester panels couldn’t rust, the underlying steel chassis had almost no protection. Matra learned from this and fully galvanised the Bagheera’s successor.

Also here was one of now highly-admired Rancho models. Thought of as a leisure activity vehicle, the Rancho was created by the French engineering group Matra, in cooperation with the automaker Simca, to capitalise on the off-road trend started by the Range Rover, with an “off-road look” offered at a much lower price than the British car. The Rancho was launched in 1977. Designed by Antonis Volanis, the Rancho was based on the pick-up version of Simca’s popular 1100, using its front structure and a stretched chassis. The rest of the body was made by Matra from fibreglass and polyester, including the mouldings adorning the body, which made it look more “sturdy”. This technology would later be used on the Renault Espace, as well. The ground clearance was also increased. Unlike most off-roaders, it was not fitted with all-wheel drive, retaining the 1100s front-wheel drive layout. Other elements retained from the 1100 included the dashboard and front seats which were identical with the ones found in the Simca 1100 GLS. The Rancho was powered by the 1442 cc, 80 bhp version of the “Poissy engine” straight-4 engine. The Rancho’s optional third row of seats (making it an early MPV) shared head restraints with the normal rear seats. Sales of the model were quite respectable, but they could do nothing to alleviate the larger problems at Chrysler Europe (Simca’s parent company). Chrysler finally sold its European arm to PSA in 1978, which was then rebranded as Talbot in 1979. The Matra-Simca Rancho became the Talbot Matra Rancho. Production continued until 1984, and 57,792 were made. During its life, the Rancho was offered in several versions. Apart from the basic Rancho, there was the Grand Raid, around 2000 of which were built, fitted with such “off-road” extras as an electric winch on the front bumper and the spare wheel mounted on the roof – as well as a limited-slip differential. The Rancho X was the upscale model, with additional standard items such as alloy wheels and metallic paint. The Découvrable model’s rear cabin consisted of an open frame with roll-down fabric covers, which could serve as an “open” car during good weather. Finally, the Rancho AS was the commercial version, with no rear seat, making it exempt from the French tax on passenger cars. Rarest of the lot was the Midnight, only 100 of which were made. Although the bodies do not rust, the mechanicals are less durable, so there are not that many survivors, down to just single figures in the UK, sadly.

Something of a rarity was this Talbot-Matra Murena, not least because the cars were never sold officially in the UK. Launched in the autumn of 1980, the Murena replaced the Matra Bagheera, a similar vehicle resulting from previous Matra-Simca cooperation, and was largely based on its predecessor. Referred to as project “M551” during development, the Murena employed the base Bagheera structure, but substantial changes were made to address some of the concerns regarding the previous model. The car still had a steel spaceframe with body panels made of fibreglass-epoxy. These body panels were produced using a low volume, high quality, manufacturing process known as Resin Transfer Molding (RTM), using Posiload pumps developed by Liquid Control. To counter the rust issues plaguing the Bagheeras, the spaceframe was galvanised. The Murena was actually the first production car to use galvanised steel for all chassis parts. This, coupled with the composite panels, made the car essentially immune to rust, except for the rear trailing arms of the suspension. The Murena also inherited the Bagheera’s mid-engined layout together with the sleek hatchback body shape, with the rear hatch allowing access to the engine mounted behind the passenger compartment, and a luggage area. The styling was all-new, though, and the body very aerodynamic for its time. A unique feature carried over from the previous model was the seating arrangement – all three seats were placed in one row, with the middle seat folding down to become an armrest when not in use by a passenger. The engine selection was different, however. The base model had a 1.6 engine, while the more powerful version employed the 2.2 (Chrysler France engine), which also served as the base engine for the top of the range Talbot Tagora saloon. This engine was also available with the so-called “Prep 142 kit” that upgraded its output from 84.3 KW to 101.4 KW power rating. At first, this was a dealer-fitted option, but the last 480 Murena direct from the factory had this uprated engine as standard and these were called the Murena S. The standard carburation was via a single Solex down-draught carburettor, but S models had twin side-draught Solex carburettors. Production of the Matra Murena was discontinued in 1983, when the Matra factory in Romorantin switched to production of the Renault Espace multi-people carrier.

MAYBACH

The Maybach 57 (chassis no. W240) and 62 (chassis no. V240) were the first automobile models of the Maybach brand since the brand’s revival by DaimlerChrysler AG (now Daimler AG). They are derived from the Benz Maybach concept car presented at the 1997 Tokyo Motor Show. The concept car was based on the Mercedes-Benz W140 S-class sedan platform, as were the production models. The Luxury Brand Status Index 2008 placed the Maybach in first place, ahead of Rolls-Royce and Bentley. The models ceased production in December 2012 due to continued financial losses for the marque, and sales at one-fifth the level of the profitable Rolls-Royce models. Wilhelm Maybach was an engineer who worked with Gottlieb Daimler to design combustion engines. The first Daimler-Maybach automobile was built in 1889. Over the years, the Maybach name developed into a brand name for automobiles that were typically very large, powerful, and luxurious. For example, the Maybach Zeppelin DS 8 Cabriolet built in 1929 had side sections that could be lowered completely to allow it to be used as a parade car. In 1998, DaimlerChrysler AG’s competitor, BMW AG, purchased the ultra-luxury brand Rolls-Royce. The Maybach brand name was reintroduced in 2002 to be a direct challenger to BMW’s top vehicle, the Rolls-Royce Phantom. Both Maybach models are variants of the same ultra-luxurious automobile. The model numbers reflect the respective lengths of the automobiles in decimetres. The 57 is more likely to be owner-driven, while the longer 62 is designed with a chauffeur in mind. Standard features of all models include, but are not limited to: a navigation system with voice recognition; air conditioning with four-zone climate controls; power rear sunshade; rear-seat DVD entertainment system; interior air filter; front and rear seat massage; 21-speaker Bose premium sound system; power tilt/telescopic heated wood/leather-wrapped steering wheel with radio and climate controls; power trunk open/close; voice-activated AM/FM radio with 6-disc CD changer; keyless start; heated front and rear seats; cooled front seats; adaptive cruise control; premium leather upholstery; 18-way power front seats; 14-way power rear seats; heated cupholders; rearview camera; iPod adapter; wireless cell phone link; outside-temperature indicator; universal garage door opener. Options for the Maybach 62 and 62S include: 18-way power rear seats (replacing 14-way); power side sunshades; cooled rear seats; wireless headphones; electrochromic power panoramic sunroof (replacing power sunroof); steering wheel mounted navigation controls. The company offers various options for customers to personalise their vehicles, and provides various equipment combinations. The engine in the base Model 57 and 62 is the Mercedes-Benz M285, a 5.5-litre twin-turbo V12 developed specifically for the new Maybach cars. Output is 550 PS at 5250 rpm with 664 lb⋅ft (900 N⋅m) of torque at 2300-3000 rpm. A slightly de-tuned version, denoted M275, was used in the 2003-2006 W220 S600 and CL600 replacing the M137, naturally-aspirated V12, which appears in the 1998-2002 W220 S600 and CL600. The Maybach 57 accelerates from 0 to 60 mph in about 5.1 seconds; the Maybach 62 and 57 S, about 4.8 seconds; the Maybach 62 S, 4.5 seconds, and the Landaulet, 4.5 seconds. Though not extraordinary by today’s sports-car standards, such acceleration is impressive for cars weighing well over 6,000 lb. In terms of power output, the 57 and 62 have 550 PS the 57 S and 62 S 612 PS and the Zeppelin has 640 PS. Daimler revealed the Maybach 57 S at the 2005 Geneva Motor Show, with the S standing for “special”. It uses a 6.0-L version of the V12 engine manufactured by Mercedes-AMG. Power output is 612 PS and torque 1,000 N⋅m (738 lb⋅ft), providing a sub-five second sprint to 60 mph. It also rides 0.5 in (13 mm) lower on 20-inch wheels. The North American unveiling was at the Los Angeles Auto Show in January 2006. Maybach revealed the “Zeppelin” nameplate at the 2009 Geneva Motor Show as an additional luxury package that could be ordered on both the Maybach 57 and 62. The name “Zeppelin” was also used for the pre-war models Maybach DS7 and Maybach DS8. The package consists of special California beige leather with Stromboli-black stitching, piano black lacquer finishes, and silver “Zeppelin” champagne glasses. Next to the interior changes, the exterior has exclusive 20-in chrome wheels and dark-red taillights. The engine is the “standard” 6.0-L V12 Twin-Turbo with 640 PS which is 28 PS more than the S versions. The word ‘ZEPPELIN’ is also incorporated into the triangular ‘M’ hood ornament. The Maybach 62 includes many luxury features such as fully reclining rear seats, Maybach four-zone climate control, tinted windows, infrared-reflecting laminated glass all round, AirMATIC dual-control air suspension, display instruments in rear roof liner (showing speed, time, and outside temperature), folding rear tables (left and right), 21-speaker BOSE Surround Everywhere sound system, and a refrigerator compartment. The Maybach 62 also includes an array of additional features such as Cockpit Management and Navigation System (COMAND), which includes DVD navigation, CD changer in rear seats, DVD players and TV tuners front and rear, two rear LCD TV screens including remote control and two sets of headphones, and automatic closing doors. Even though the Maybach 62 has all these features included, optional extras were available. Some of these are a panoramic glass sunroof at a cost of $11,670, and an external communication system, and a loudspeaker and microphone system which allows the occupant in the rear of the Maybach to converse with people outside the car. This option came at a cost of $1,780. Additionally, a retractable electrotransparent partition screen between the driver and the rear occupants costs $23,780 and, most expensive, a high-protection GUARD B4 Package costs an additional $151,810. The Maybach 62 S appeared in November 2006 at the Auto China 2006 exhibit in Beijing. It features the same engine as the 57S, a 612 PS (604 hp) twin-turbo V12 made by Mercedes-Benz AMG. However, the suspension remains untouched. On February 26 2019, North Korean’s chairman Kim Jong-un came to visit Vietnam along with his cars such as a Maybach 62 S as well as a Mercedes S600 Pullman Guard. The Maybach 62 Landaulet, based on the Maybach 62S, revives the classic landaulet car body style, which was popular in the 1920s and 30s.Powered by the 62S’s 612 PS biturbo V12, the Landaulet’s front seats are fully enclosed and separated from the rear passenger compartment by a power divider window; the opacity of this partition can be electronically controlled. A sliding soft roof allows back-seat passengers to take in the sun from the comfort of their seats. The chauffeur’s area is finished in black leather, while the rear is white with piano black- and gold-flecked black granite inserts. Maybach publicly unveiled the Landaulet at the Middle East International Auto Show around the end of November 2007 as a concept car. Limited production was confirmed in January 2008. In total, 8 units were made, one of which was owned by rapper Birdman. DJ Khaled owns one as well and it has appeared in a few of his music videos.Maybach predicted sales of around 2000 cars a year, but never got even close to this number.

McLAREN

Commanding a significant price premium over the regular 650S cars, the 675LT sits in the “Super” part of the range (P1s are in the “Ultimate” collection). Those who thought that the 675LT might look little different from the “regular” 650S, with a simple elongation of the rear end underestimated the engineers at Woking, as the 675LT has a style and appearance all of its own, with lots of different detailing to distinguish it from the standard car, with carbon fibre wings and twin circular titanium exhaust pipes exposed at the rear deck to improve cooling, sitting above a new bumper and diffuser both made from carbon fibre. At the front there is a larger carbon fibre splitter and new front bumper design, aimed at improving cooling and downforce. Designed to be far more track focused than the 650S, it contains many elements aimed at improving handling and performance. The biggest difference to the way it feels is apparently down to 100kg reduction in weight, but it does also contain a significantly modified 666 bhp version of the 650S’ twin turbo 3.8 litre V8. 50% of engine parts are new, including the turbos, camshafts and connecting rods, along with detailed revisions to the cylinder heads and manifolds. As a consequence, the 0-60 time is reduced to 2.9 seconds, 0.1 seconds less than the 650S, though the top speed is slightly reduced due to the extra drag of the aerodynamic pack. 500 examples were built, and they all sold out within weeks, to the surprise of no-one, as this is a very impressive machine indeed.

MEADOWS FRISKY

The Frisky car project was conceived by Captain Raymond Flower, racing driver and Managing Director of the Cairo Motor Co Ltd., Nuffield distributors in Egypt. Flower operated the company with his two brothers, Derek and Neville, all of whom were part of the brewing dynasty of Flower & Sons of Stratford on Avon. From February 1955, under the auspices of the Cairo Motor Company, a number of projects for the manufacture of cars in Egypt under the general name of Phoenix, were mooted in the press, possibly as a way of gaining favour with the government of President Nasser. However, as the relationship between Egypt and Britain deteriorated with the onset of the Suez Crisis in 1956, little of substance materialised. As the potential for manufacture within Egypt dissipated, Raymond Flower took his idea of a small, mass produced, economical lightweight car for every-man to manufacturers in the UK, eventually reaching agreement with Henry Meadows Ltd to proceed with the project. The Meadows company was a well-established supplier of automotive, marine and industrial engines and was a part of the Associated British Engineering Company. Gordon Bedson, formerly a design engineer for Kieft Cars and the Vickers aircraft company, had joined Meadows as Export Sales Manager in 1954. Bedson, whose work at Kieft had included the design of their first sports car, and who had also designed a saloon car prototype for the Phoenix project, was called upon to bring his design experience to the Meadows car alongside Keith Peckmore, a project engineer who had also joined Meadows from Kieft. Commencing around July 1956, in a back room at the Meadows factory, a prototype vehicle, nicknamed The Bug was constructed and developed. This small, four-wheeled, two-seater, utilized a moulded fibreglass shell with gull-wing doors and a Villiers air-cooled 250 cc two-cylinder engine fitted to a brazed ladder-type chassis. To make a differential unnecessary, the car used a very narrow rear track, with drive to the solid rear axle by roller chain. The car was fitted with a four-speed motorcycle manual gearbox, with reverse obtained by running the engine backwards through the Dynastart unit. Whilst The Bug was under development, the Italian coachbuilding company Vignale of Turin, was commissioned by Flower to design the bodywork for the production version, a task they allocated to Giovanni Michelotti. On 5 December 1956, The Bug which had been taken to Oulton Park motor racing circuit, commenced a seven-day 24-hours a day test run, completing 4,000 miles with a fastest lap of 54.91 mph . Although The Bug had nothing to do with the Egyptian Phoenix project, because of the attendance of Raymond Flower at the circuit with his Phoenix SR150 sports racer and an embargo on the use of the Meadows name in connection with The Bug, Press reports of the test run erroneously referred to the Meadows project as the Phoenix minicar or Phoenix Frisky. The disclosure of the Meadows company involvement and the correct nomenclature Meadows Frisky was announced by the press on 11 March 1957 just prior to the Geneva Motor Show. The press release included information about the Oulton Park test run and information about the involvement of Raymond Flower in the project and Michelotti in the design. The release also stated that the Frisky would be priced at “under £400”. Vignale delivered the body of the new car directly to the Geneva show. As this left no time to install the engine, it was displayed separately in front of the car. The design retained the gull-wing door concept from The Bug and the car attracted widespread interest and acclaim. Two of these bodies were produced by Vignale,however it quickly became clear that the design would be too expensive for mass production and so work began on completely redesigning the car in time for the Earls Court Motor Show in October. In June 1957, a new subsidiary of the Meadows company – Henry Meadows (Vehicles) Ltd was registered in anticipation of the production of the car. Amongst the design changes that took place before October were the replacement of the gull-wing doors with a more conventional suicide door type and the fitting of a larger Villiers engine of 324 cc. Immediately before the show it was reported that the prototype had now covered over 100,000 miles and pre-show publicity stated that there would be two cars on show, the Frisky Saloon and the Friskysport, a convertible version. Brochures displaying artists impressions of both vehicles were printed. However at the show, only one design, the convertible Meadows Friskysport appeared. Once again this new design met with an enthusiastic reception from the press. Reports from the show stated that the car was “not yet in full production”, in fact, production of the car did not commence until five months later in March 1958. In February 1958 a controlling interest in Henry Meadows (Vehicles) Ltd. was acquired by the Flower Group of companies. Raymond Flower was appointed chairman and managing director. In September 1958 production of the Friskysport was taken over by The Marston Group of Companies; they acquired a controlling interest in Henry Meadows (Vehicles) Ltd and the name of the production company was changed to Frisky Cars Ltd. The Marston Group were a diverse range of interests including car dealerships, caravan manufacture, vehicle body manufacture and Regency Covers Ltd., who were at the time the largest manufacturers of car seat covers in the country. The Chairman of the newly formed Frisky Cars Ltd was Henry R Stone. Raymond, Neville, and Derek Flower were made directors. Distribution of the car was to be handled by The Arneston Motor Company Ltd. London, which belonged to Henry Stone. The franchise was also taken up by other companies of his such as The Pointer Motor Co. of Norwich. In September 1958, it was announced that production of the Friskysport was “being supplemented by a hard-top”. This “hard-top” car, a saloon version of the Friskysport named The Frisky Coupe went into production in August and made its public début at the 1958 Earls Court Motor show in October. Alongside were two other new models, The Frisky Family Three and The Frisky Sprint. The three-wheel Family Three was classed as a motorcycle combination for tax and driving licence purposes. The production versions of the Friskysport and Frisky Coupe were very similar and used identical chassis, but there are differences to the bodywork. Early versions of the Friskysport are fitted with a separate chrome Reliant Sabre windscreen frame, they have a detachable tail section and dummy air intake scoops just behind the doors whilst later cars have the same lower body as the Coupe. The Friskysport has overriders, whilst the Coupe has plain bumpers. The Coupe initially used the Friskysport body with an integral, glassed-on roof and steel framed front windscreen, until the Family Three one-piece body became available in 1959, which was then used for both cars. The Frisky Family Three was basically a three-wheeled version of the coupe fitted with a smaller Villiers 9E engine and MacPherson strut front suspension. Having three wheels instead of four meant the car qualified for lower vehicle excise duty and also meant that it could be driven with a motorcycle licence. It entered production in about February 1959. The Friskysprint was a prototype sports racing car built at the Meadows factory and said to be capable of 90 mph. Press reports stated that on production versions the front suspension and probably the chassis and running gear would be made at the Vickers–Armstrongs (Aircraft) factory at South Marston. The prototype was finished in the American national racing colours of white with a blue stripe. It featured two bucket seats and a three-cylinder air-cooled 492 cc Excelsior engine mounted transversely in the frame with final drive by roller chain. Unlike all other Friskys, the rear axle was full width and fitted with a differential. The car was also independently sprung using a swing axle layout. It was expected to sell for between £675 and £750 including purchase tax. The Friskysprint never reached production and Gordon Bedson who designed and built the prototype left to join Lightburn in Australia the following spring to produce the Zeta Sports. The Friskysprint and Zeta Sports had some similarities in styling but were otherwise unconnected and despite Lightburn advertising to the contrary, Giovanni Michelotti was not involved in the design of either car. In June 1959 Frisky Cars Ltd experienced financial difficulties, and an order was made by Hills Fibre Glass Developments, who produced the bodies for the Frisky, for a debt of £3,500. Despite being in poor health at the time Henry Stone vigorously defended the order and with the support of his employees and all the other creditors put forward an alternative plan. Because of the insistence of the creditor, the judge, Mr Justice Valsey, had no alternative but to grant the order saying that “he did so with some regret”. All production ceased and the company was wound up. In August 1959, Mr C. J. Wright a Wolverhampton business man with garage and haulage interests, bought the stock, jigs, tools, fixtures and fittings, along with the rights to manufacture and the trade name of Frisky from the Official Receiver. He formed a new company Frisky Cars (1959) Ltd and he and E F Wright became directors. A Mr G A Stuart was made general Manager. The company announced that they hoped to restart production in September at Fallings Park with a target of 30 three-wheeled cars a week, also that a deluxe version would follow and that it was hoped the Friskysprint would be built later. Also announced was the intention to build a new production plant on a 30-acre site in Penkridge but this never happened. In September 1959 a new version of the Family Three was announced. The Frisky Family Three Mk2, dropped the MacPherson strut front suspension of the original car replacing it with the Dubonnet system used on the Friskysport. The chassis was lengthened to allow the engine to be moved back out of the cabin and it was now offered with the choice of either a 250 cc or 328 cc Excelsior Talisman twin engines giving the advantage of an Albion gearbox with a true reverse gear. Twin front seats replaced the original bench seats and production commenced in early 1960. In October 1960, a new model, The Frisky Prince was shown at the Earls Court Motor Show. This was basically a re-bodied Family Three with front hung doors. Around the same time, a deal was done with a company called Middlesbrough Motorcraft and kits to build your own Frisky became available from them. Anthony Brindle, who had become joint managing director of Frisky Cars took part in a publicity run attempting to visit five European capitals, Paris, Luxembourg, Brussels, Amsterdam and London not spending more than £5 on fuel. A four-wheel version of the Prince was announced for 1961 but never reached production. In February 1961 the company was purchased by Mr R Bird, the chairman of Petbow Ltd. of Sandwich, Kent. Petbow were one of the world’s largest manufacturers of engine-driven power plant, including welding and generating equipment. All Frisky production and stocks were moved from the Meadows factory and a production line within Petbow’s existing factory was set up. Unfortunately the Frisky Prince, with strong competition from the BMC Mini, was not proving popular and chassis problems meant increasing time was spent rectifying customers’ cars rather than producing new ones; despite valiant efforts by staff and management all work ceased towards the end of 1961 so bringing to an end the production of the Frisky car.

MERCEDES-BENZ

This may look like a pre-war car, but in fact Mercedes produced it, the W136 or 170 right up to 1955. Launched in 1936, it soon became Mercedes’ top-selling model, with over 75,000 made by 1939. Enough of the W136’s tooling survived Allied bombing during World War II (or could be recreated post-war) for it to serve as the foundation upon which the company could rebuild. By 1947 the model 170 V had resumed its place as Mercedes’ top-seller, a position it held until 1953. Most of the cars produced, and an even higher proportion of those that survive, were two or four door “Limousine” (saloon) bodied cars, but the range of different body types offered in the 1930s for the 170 V was unusually broad. A four-door “Cabrio-Limousine” combined the four doors of the four door “Limousine” with a full length foldaway canvas roof. Both the four door bodies were also available adapted for taxi work, with large luggage racks at the back. There was a two-door two seater “Cabriolet A” and a two-door four seater “Cabriolet B” both with luggage storage behind the seats and beneath the storage location of the hood when folded (but without any external lid for accessing the luggage from outside the car). A common feature of the 170 V bodies was external storage of the spare wheel on the car’s rear panel. The two seater roadster featured a large flap behind the two seats with a thinly upholstered rear partition, and which could be used either as substantial luggage platform or as a very uncomfortable bench – the so-called mother-in-law’s seat. In addition to the wide range of passenger far bodied 170 Vs, a small commercial variant was offered, either as a flatbed truck or with a box-body on the back. Special versions of the 170 V were offered, adapted for use as ambulances or by the police, mountain rescue services and military. Production restarted in May 1946. The vehicles produced were versions of the 170 V, but in 1946 only 214 vehicles were produced and they were all light trucks or ambulances. Passenger car production resumed in July 1947, but volumes were still very low, with just 1,045 170 Vs produced that year. There was no return for the various open topped models from the 1930s. Customers for a Mercedes-Benz 170 V passenger car were restricted to the four door “Limousine” sedan/saloon bodied car. Production did ramp up during the next couple of years, and in 1949 170 V production returned to above 10,000 cars. From May 1949 the car, badged in this permutation as the Mercedes-Benz 170D, was offered with an exceptionally economical 38 PS diesel engine. The 170D was the world’s third diesel fuelled passenger car, and the first to be introduced after the war. A number of updates were made in 1950 and 1952, with more modern and more powerful engines among the changes, but with the appearance of the new Ponton bodied Mercedes-Benz 180 in 1953, the 170 models suddenly appeared very old fashioned. The 170 V was delisted in September 1953: in July 1953 the manufacturer had replaced the existing 170 S with the reduced specification 170 S-V. The car that resulted combined the slightly larger body from the 170 S with the less powerful 45 PS engine that had previously powered the 170 V. The vehicle provided reduced performance but at a reduced price, while salesmen steered more prosperous buyers to the new Ponton bodied 180. The diesel powered 170 S continued to be sold, now branded as the 170 S-D. The internal “W191” designation which had distinguished the previous 170 Ss was removed, and the 170 Ss manufactured from 1953 returned to the “W136” works designation that they had shared with the 170 V till the end of 1951. In September 1955 the last Mercedes-Benz W136, the Mercedes-Benz 170 S was withdrawn from production. This rare Roadster is thought to be unique in the UK and has been in the same family since the 1950s. Restoration has been undertaken over a five decade period.

The Ponton was Daimler-Benz’s first totally new Mercedes-Benz series of passenger vehicles produced after World War II. In July 1953, the cars replaced the pre-war-designed Type 170 series and were the bulk of the automaker’s production through 1959, though some models lasted through 1962. The nickname comes from the German word for “pontoon” and refers to one definition of pontoon fenders — and a postwar styling trend, subsequently called ponton styling. A bewildering array of models were produced, with a mixture of 180 four and 220 six cylinder engines, with Mercedes W numbers of W120 for the 4 cylinder cars, and W180 for the 220s, as well as W105 for the little known or seen 219, a six cylinder model with a smaller engine. Mercedes introduced fuel injection to the 220 model in 1958, creating the W128 220SE, and the company was rare among car makers in the 50s in offering a diesel engine, so 180D models were also offered. As well as the regular saloon models as seen here, there were Coupe and Cabriolet models which are very highly prized (and priced) these days.

Most imposing car on the Mercedes-Benz Owners Club stand was this 600 model, a high-end large luxury sedan and limousine produced by Mercedes-Benz from 1963 to 1981. Generally, the short-wheel-base (SWB) models were designed to be owner-driven, the long-wheel-base (LWB), often incorporating a central divider with power window, by a chauffeur. The forerunner of the modern Maybach marque, the 600 “Grosser Mercedes” (“Grand Mercedes”) succeeded the Type 300 “Adenauer” as the company’s flagship and most expensive model. Positioned well above the 300-series Mercedes-Benz W112. Its few competitors included certain models of Rolls-Royce and Bentley, the Cadillac Fleetwood 75, stretched Lincoln Continental Lehmann-Peterson, and the Chrysler Imperial Crown Ghia. The 600 marked the last super-luxury model the brand produced in an unbroken line with its demise in 1981 since the model 60 hp Simplex from 1903. The 600 came in two main variants: a short wheelbase 4-door sedan, available with a power divider window separating the front seats from the rear bench seat, although most were built without this feature; along wheelbase 4-door Pullman limousine (with two additional rear-facing seats separated from the driver compartment by a power divider window, of which 304 were built), and a 6-door limousine (with two forward-facing jump-seats at the middle two doors and a rear bench-seat). A number of the Pullman limousines were made as landaulets, with a convertible top over the rear passenger compartment. Two versions of the convertible roof were made- long roof, and short roof. Of them, the short roof, which opens only above the last, third row of seats, is the more common version. Rarer, especially by the 6 door Landaulets, is the long roof, called- Presidential Roof. In all, 59 Pullman Landaulets were produced, and of them, only 26 were 6 door landaulets. And of these 26, only very few- 9, were 6 doors Landaulets with the long Presidential type opening roof. One of these 9 cars was used by the former Yugoslavian president Josip Broz Tito. Landaulets like these were notably used also by the German government, as during the 1965 state visit of Queen Elizabeth II. Also the Vatican, in addition to a elongated Mercedes 300 type D, 4 door convertible, have used for the Pope, specially ordered 4 door Pullman Convertible, which now resides in the Mercedes Benz Factory Museum. Production of the Landaulet versions of 600 model, ended in 1980. Mercedes also made two coupés, one as a gift for retiring long-time Mercedes chief designer Rudolf Uhlenhaut, and the other to Fritz Nallinger. head of Research and development center of Mercedes in the 50s and 60s. These cars had a wheelbase 22 cm (8.6 inches) shorter than the SWB sedan. A third was much later constructed by 600 experts and restorers Karl Middelhauve & Associates of Wausau, Wisconsin from a SWB sedan. Karl Middelhauve has also created a pair of matching Chevrolet El Camino-style coupes from 600 SWB sedans. One of them has a Vortech supercharger. Some purists question the reason for modifying a classic such as an original 600 into a modified vehicle, while other purists think Karl is extending function in the true spirit of the “Grosser” Mercedes. A single example of a SWB 4-door landaulet, combining the handling of a short-wheelbase with the qualities of a landaulet, was built by Mercedes in 1967 for former racing driver Count von Berckheim. The 600’s great size, weight, and numerous hydraulically driven amenities required more power than Mercedes’ largest engine at that time, the 3-litre 6-cylinder M189, could produce. A new V8 with more than twice the capacity was developed, the 6.3 L M100. It featured single overhead camshafts (SOHC) and Bosch mechanical fuel injection. It developed 300 Hp, however the total usable output was 250 Hp as 50 Hp was used to power the hydraulic convenience system. The 600’s complex 150-bar (2,176 psi) hydraulic pressure system powered the automobile’s windows, seats, sun-roof, boot lid, and automatically closing doors. Adjustable air suspension delivered excellent ride quality and sure handling over any road surface. Production began in 1964 and continued through to 1981. During this time, production totalled 2,677 units, comprising 2,190 Saloons, 304 Pullmans, 124 6-door Pullmans and 59 Landaulets.

Oldest, and most valuable of the Mercedes models on show was this 300 SL Gullwing which was on the Classic & Sports Car magazine stand . Known under development as the W198, the first iteration of the SL-Class grand tourer was the fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster. Built by Daimler-Benz AG, the direct fuel injected production model was based on the company’s highly successful yet somewhat less powerful carburettor overhead cam straight 6 1952 racer, the W194. The idea of a toned-down Grand Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. Mercedes accepted the gamble and the new 300 SL – 300 for its 3.0 litre engine displacement and SL for Sport Leicht (Sport Light) – was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings company models made their usual debuts. Immediately successful and today iconic, the 300 SL stood alone with its distinctive doors, first-ever production fuel injection, and world’s fastest top speed. Even with the upward opening doors, the 300 SL had an unusually high sill, making entry and exit from the car’s cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access. The 300 SL’s main body was steel, with aluminium bonnet, doors and boot lid. It could also be ordered with an 80 kg (180 lb) saving all-aluminium outer skin at tremendous added cost; just 29 were made. Like the W194, the 300 SL borrowed its 3.0 litre overhead cam straight-6 from the regular four-door 300 (W186 “Adenauer”) luxury tourer introduced in 1951. Featuring an innovative diagonal aluminium head that allowed for larger intake and exhaust valves, it was canted to the right at forty-five-degrees to fit under the SL’s considerably lower bonnet line. In place of the W194’s triple two-barrel Solex carburettors, a groundbreaking Bosch mechanical direct fuel injection was installed, boosting power almost 25% over the Grand Prix car’s. Derived from the DB 601 V12 used on the Messerschmitt Bf 109E fighter of World War II, it raised output from 175 hp to 215 hp, almost double that of the original Type 300 sedan’s 115 hp. An optional, even more powerful version, with radical camshaft developed 240 hp @ 6100 rpm and a maximum torque of 217 lb⋅ft @ 4800 rpm, but was rough for city use. The result was a top speed of up to 260 km/h (160 mph) depending on gear ratio and drag, making the 300 SL the fastest production car of its time. However, unlike today’s electrically powered fuel injection systems, the 300 SL’s mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine’s coming to a stop; this unburned gasoline washed lubricating oil from the cylinder walls, which not only left them unprotected in affected areas during start-up but would dilute the engine’s entire oil supply if the car was not driven hard or long enough to reach a sufficient temperature to evaporate the fuel out of the oil. Exacerbating the problem was the engine’s large racing-oriented oil cooler and enormous 10 litre oil capacity, which virtually guaranteed the oil would not get hot enough. In practice, many owners would block off airflow through the oil cooler and stick rigidly to the appropriately low 1,000 mile recommended oil change interval. An auxiliary fuel pump provided additional fuel for extended high speed operation or cold starts; overuse would also lead to dilution of the oil., Clutch operation was initially very heavy, remedied by an improved clutch arm helper spring which reduced pedal force. From March 1963 to the end of production later that year, a light alloy crankcase was used on a total of 209 vehicles. Aerodynamics played an important role in the car’s speed, with Mercedes-Benz engineers placing horizontal “eyebrows” over the wheel openings to reduce drag. Unlike many cars of the 1950s, steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber. The enormous fuel tank capacity also caused a considerable difference in handling depending on the quantity of fuel on board. More than 80% of the vehicle’s total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz widely successful outside its home market and thoroughly validating Hoffman’s prediction. The 300 SL is credited with changing the company’s image in America from a manufacturer of solid but staid luxury automobiles to one capable of rendering high-performance sports cars. It should be noted initial sales were sluggish due to many things, of which the price was one. Initial prices were about $6,400, a new Chevrolet Bel-Air could be purchased for $1,700 in the same year. Then there were few mechanics, even at the dealers, who understood the fuel injection system enough to do repairs. Nonetheless, 1400 were built by 1957, at which point Mercedes introduced a roadster version which was broadly similar, but with conventional doors. It was produced until 1963, and achieved sales of 1858 units.

By 1955, Mercedes-Benz Technical Director Prof. Fritz Nallinger and his team held no illusions regarding the 190 SL’s lack of performance, while the high price tag of the legendary 300 SL supercar kept it elusive for all but the most affluent buyers. Thus Mercedes-Benz started evolving the 190 SL on a new platform, model code W127, with a fuel-injected 2.2 litre M127 inline-six engine, internally denoted as 220SL. Encouraged by positive test results, Nallinger proposed that the 220SL be placed in the Mercedes-Benz program, with production commencing in July 1957. However, while technical difficulties kept postponing the production start of the W127, the emerging new S-Class W112 platform introduced novel body manufacturing technology altogether. So in 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on the “fintail” W 111 sedan platform with its chassis shortened by 11.8 in, and technology from the W112. This led to the W113 platform, with an improved fuel-injected 2.3 litre M127 inline-six engine and the distinctive “pagoda” hardtop roof, designated as 230 SL. The 230 SL made its debut at the prestigious Geneva Motor Show in March 1963, where Nallinger introduced it as follows: “It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of travelling comfort”. The W113 was the first sports car with a “safety body,” based on Bela Barényi’s extensive work on vehicle safety: It had a rigid passenger cell and designated crumple zones with impact-absorbing front and rear sections built into the vehicle structure. The interior was “rounded,” with all hard corners and edges removed, as in the W111 sedan. Production of the 230 SL commenced in June 1963 and ended on 5 January 1967. Its chassis was based on the W 111 sedan platform, with a reduced wheelbase by 11.8 in, recirculating ball steering (with optional power steering), double wishbone front suspension and an independent single-joint, low-pivot swing rear-axle with transverse compensator spring. The dual-circuit brake system had front disc brakes and power-assisted rear drum brakes. The 230 SL was offered with a 4-speed manual transmission, or an optional, very responsive fluid coupled (no torque converter) 4-speed automatic transmission, which was popular for US models. From May 1966, the ZF S5-20 5-speed manual transmission was available as an additional option, which was particularly popular in Italy. The 2,308 cc M127.II inline-six engine with 150 hp and 145 lb/ft torque was based on Mercedes-Benz’ venerable M180 inline-six with four main bearings and mechanical Bosch multi-port fuel injection. Mercedes-Benz made a number of modifications to boost its power, including increasing displacement from 2,197 cc, and using a completely new cylinder head with a higher compression ratio (9.3 vs. 8.7), enlarged valves and a modified camshaft. A fuel injection pump with six plungers instead of two was fitted, which allowed placing the nozzles in the cylinder head and “shooting” the fuel through the intake manifold and open valves directly into the combustion chambers. An optional oil-water heat exchanger was also available. Of the 19,831 230 SLs produced, less than a quarter were sold in the US. Looking identical, the 250 SL was introduced at the 1967 Geneva Motor Show. Production had already commenced in December 1966 and ended in January 1968. The short one-year production run makes the 250 SL the rarest of the W113 series cars. The 250 SL retained the stiffer suspension and sportier feel of the early SLs, but provided improved agility with a new engine and rear disc brakes. Range also improved with increased fuel tank capacity from 65 litres to 82. Like its predecessor, the 250 SL was offered with a 4-speed automatic transmission, and 4-speed or ZF 5-speed manual transmissions. For the first time, an optional limited slip differential was also available. The main change was the use of the 2,496 cc M129.II engine with a larger stroke, increased valve ports, and seven main bearings instead of four. The nominal maximum power remained unchanged at 150 hp, but torque improved from 145 lb/ft to 159 lb/ft. Resiliency also improved with a new cooling water tank (“round top”) with increased capacity and a standard oil-water heat exchanger. The 250 SL also marked the introduction of a 2+2 body style, the so-called “California Coupé”, which had only the removable hardtop and no soft-top: a small fold-down rear bench seat replaced the soft-top well between passenger compartment and boot. It is estimated that only 10% of the 250SLs that were brought into America were California Coupes. Of the 5,196 250 SLs produced, more than a third were sold in the US.The 280 SL was introduced in December 1967 and continued in production through 23 February 1971, when the W 113 was replaced by its successor, the entirely new and substantially heavier R107 350 SL. The main change was an upgrade to the 2,778 cc M130 engine with 170 hp and 180 lb/ft, which finally gave the W 113 adequate power. The performance improvement was achieved by increasing bore by 4.5 mm (0.2 in), which stretched the limits of the M180 block, and required pairwise cylinder casts without cooling water passages. This mandated an oil-cooler, which was fitted vertically next to the radiator. Each engine was now bench-tested for two hours prior to being fitted, so their power specification was guaranteed at last. The M130 marked the final evolution of Mercedes-Benz’ venerable SOHC M180 inline-six, before it was superseded by the entirely new DOHC M110 inline-six introduced with R107 1974 European 280 SL models. For some time, it was also used in the W 109 300 S-Class, where it retired the expensive 3 liter M189 alloy inline-six. Over the years, the W 113 evolved from a sports car into a comfortable grand tourer, and US models were by then usually equipped with the 4-speed automatic transmission and air conditioning. Manual transmission models came with the standard 4-speed or the optional ZF 5-speed, which was ordered only 882 times and thus is a highly sought-after original option today. In Europe, manual transmissions without air conditioning were still the predominant choice. Of the 23,885 280 SLs produced, more than half were sold in the US.

With prices of the classic Pagoda model having risen to unaffordable for most people attention has started to switch to it successor, the R107 SL range, which had a long production life, being the second longest single series ever produced by the automaker, after the G-Class. The R107 and C107 took the chassis components of the mid-size Mercedes-Benz W114 model and mated them initially to the M116 and M117 V8 engines used in the W108, W109 and W111 series. The SL variant was a 2-seat convertible/roadster with standard soft top and optional hardtop and optional folding seats for the rear bench. The SLC (C107) derivative was a 2-door hardtop coupe with normal rear seats. The SLC is commonly referred to as an ‘SL coupe’, and this was the first time that Mercedes-Benz had based a coupe on an SL roadster platform rather than on a saloon, replacing the former saloon-based 280/300 SE coupé in Mercedes lineup. The SLC was replaced earlier than the SL, with the model run ending in 1981, with a much larger model, the 380 SEC and 500SEC based on the new S class. Volume production of the first R107 car, the 350 SL, started in April 1971 alongside the last of the W113 cars; the 350 SLC followed in October. The early 1971 350SL are very rare and were available with an optional 4 speed fluid coupling automatic gearbox. In addition, the rare 1971 cars were fitted with Bosch electronic fuel injection. Sales in North America began in 1972, and cars wore the name 350 SL, but had a larger 4.5L V8 with 3 speed auto (and were renamed 450 SL for model year 1973); the big V8 became available on other markets with the official introduction of the 450 SL/SLC on non-North American markets in March 1973. US cars sold from 1972 through 1975 used the Bosch D Jetronic fuel injection system, an early electronic engine management system. From July 1974 both SL and SLC could also be ordered with a fuel-injected 2.8L straight-6 as 280 SL and SLC. US models sold from 1976 through 1979 used the Bosch K Jetronic system, an entirely mechanical fuel injection system. All US models used the 4.5 litre engine, and were called 450 SL/SLC. In September 1977 the 450 SLC 5.0 joined the line. This was a homologation version of the big coupé, featuring a new all-aluminium five-litre V8, aluminium alloy bonnet and boot-lid, and a black rubber rear spoiler, along with a small front-lip spoiler. The 450SLC 5.0 was produced in order to homologate the SLC for the 1978 World Rally Championship. Starting in 1980, the 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, returning to where the R107 started in 1971 with the optional 4 speed automatic 350SL. The 280, 380 and 500 SLC were discontinued in 1981 with the introduction of the W126 series 380 and 500 SEC coupes. A total of 62,888 SLCs had been manufactured over a ten-year period of which just 1,636 were the 450 SLC-5.0 and 1,133 were the 500 SLC. Both these models are sought by collectors today. With the exception of the SL65 AMG Black Series, the SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Following the discontinuation of the SLC in September 1981, the 107 series continued initially as the 280, 380 and 500 SL. At this time, the V8 engines were re-tuned for greater efficiency, lost a few hp and consumed less fuel- this largely due to substantially higher (numerically lower) axle ratios that went from 3.27:1 to 2.47:1 for the 380 SL and from 2.72:1 to 2.27:1 for the 500 SL. From September 1985 the 280 SL was replaced by a new 300 SL, and the 380 SL by a 420 SL; the 500 SL continued and a 560 SL was introduced for certain extra-European markets, notably the USA, Australia and Japan. Also in 1985, the Bosch KE Jetronic was fitted. The KE Jetronic system varied from the earlier, all mechanical system by the introduction of a more modern engine management “computer”, which controlled idle speed, fuel rate, and air/fuel mixture. The final car of the 18 years running 107 series was a 500 SL painted Signal red, built on August 4, 1989; it currently resides in the Mercedes-Benz museum in Stuttgart.

This elegant machine is a W111 series 280SE Coupe. 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 cc 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.

MESSERSCHMITT

The Messerschmitt Kabinenroller (Messerschmitt Cabin Scooter) was a series of microcars made by Messerschmitt from 1953 to 1956 and by Fahrzeug- und Maschinenbau GmbH, Regensburg (FMR) from 1956 to 1964. All the Messerschmitt and FMR production cars used the Kabinenroller’s monocoque structure, featuring tandem seating and usually a bubble canopy. The Kabinenroller platform was used for four microcars, the three-wheeled Messerschmitt KR175 (1953-1955), Messerschmitt KR200 (1955-1964) and Messerschmitt KR201, and the four-wheeled FMR Tg500 (1957-1961). The platform and all four cars using it were designed by Fritz Fend. The Kabinenroller was designed and developed by Fritz Fend for Messerschmitt AG. Fend had earlier designed and built a series of unpowered and powered invalid carriages, leading up to his Fend Flitzer. Fend noticed that able-bodied people were buying Flitzers for use as personal transport. This led him to believe that a mass-produced two-seat version of the Flitzer would have a ready market. A search for a manufacturer interested in the project led him to Messerschmitt, who had him develop the project for production in their Regensburg factory. The Kabinenroller was designed and developed for production in 1952 and 1953. Production of the original version, the KR175, began in February 1953. 70 modifications had been made to the design by June 1953.The KR200 was developed on the Kabinenroller platform and replaced the KR175 in 1955. Based on the same frame and an evolution of the original suspension, the KR200 had a large number of detail changes. On 29–30 August 1955, a modified KR200 with a tuned engine, revised gear ratios, redundant control cables, a one-off streamlined body, and stock suspension, damping, steering, and brakes, was run at the Hockenheimring for twenty-four hours. During the run, the vehicle set twenty-two closed-circuit speed records for three-wheeled vehicles with displacements up to 250 cc, including the fifty-mile record at 107 km/h (66.5 mph) and the twenty-four-hour record at 103 km/h (64.0 mph). The Kabinenroller was based on a central monocoque tub made from pressed steel sheet and tubular steel. The tub tapered upward from front to rear with a bulkhead at the back. The bulkhead supported a tubular steel subframe and acted as the firewall. The subframe supported the engine and the rear suspension. The engine cover was hinged to the monocoque structure. The fuel tank was in the top of the engine cover and fed the carburettor by gravity.The monocoque tub, with the bulkhead at the back, a nose section at the front, and an access hatch system overhead, formed a passenger compartment for a driver and a passenger sitting in tandem. The base plate on which the hatch was hinged was riveted to the right side of the monocoque tub and the nose section. The hatch was made of a steel sheet base with a glass windshield, a plexiglas bubble canopy, and a framed set of sliding windows on either side of the canopy. The tandem seating allowed the body to be long and narrow, with a low frontal area. This also allowed the body to taper like an aircraft fuselage, within a practical length. Front suspension of the Kr 200 Kabinenroller (the Kr175 had a different arrangement with rubber cones) was by a transverse lower arm sprung by a torsional 3-element rubber spring at the inside end. Front suspension travel was limited by rubber buffers. Rear suspension was by a trailing arm similar to a single-sided motorcycle swingarm which also formed the enclosure for the chain drive to the rear wheel. The trailing arm was suspended by another torsional rubber spring. Hydraulic dampers were added to the design with the introduction of the KR200 in 1955; also the front track was increased at that time. The shaft of the steering control was connected directly to the track rods controlling the front wheels, resulting in approximately one-third of a turn from the left extreme to the right extreme (“lock to lock”). The handlebar-shaped steering control would be operated with small, controlled inputs by swivelling the steering bar about its axis from the horizontal (straight-ahead) position instead of rotating it as with a conventional steering wheel. The performance of the record car convinced Fend to design a sports car based on the Kabinenroller platform. The FMR Tg500 was introduced in 1958, two years after Fahrzeug- und Maschinenbau Gmbh, Regensburg (FMR) took over production of the Kabinenroller from Messerschmitt. The Tg500 used the Kabinenroller’s unit body, front bodywork, front suspension, and steering system, but the rear subframe and bodywork were completely different. The Tg500’s most noticeable difference from other Kabinenrollern is its pair of rear wheels. These were driven by halfshafts with universal joints at both ends and a sliding spline allowing the length of the shaft to vary, accommodating changes in camber angle. The wheels were suspended by control arms and coil springs with concentric hydraulic shock absorbers. The rear track was 1,044 mm (41.1 in). The tubular subframe to which the rear suspension was attached also held the drivetrain, which consisted of a transversely-mounted FMR 500 L straight-twin two-stroke engine and an unsynchronized four-speed transaxle with a reverse gear. The Tg500 had a front track of 1,110 mm (43.7 in), up from the KR200’s 1,080 mm (42.5 in). It also used larger tyres, 4.40 x 10 to the KR200’s 4.40 x 8, and four-wheel hydraulic brakes.

MG

This is an N Type Magnette, a sports car produced by MG from October 1934 to 1936. The car was developed from the K-Type and L-Type but had a new chassis that broke away in design from the simple ladder type used on the earlier cars of the 1930s being wider at the rear than the front and with the body fitted to outriggers off the main frame. The engine was a further development of the 1271 cc 6-cylinder KD series overhead camshaft engine used in the K-type and originally used in the 1930 Wolseley Hornet. Modifications were made to the cylinder block and head and fitted with twin SU carburettors it produced 56 bhp at 5500 rpm, a near 25% improvement. Drive was to the rear wheels through a four-speed non-synchromesh gearbox. The car had a wheelbase of 96 inches (2439 mm) and a track of 45 inches (1143 mm). Semi elliptic leaf springs, wider and longer than those used on previous cars, were fitted all round and the body was mounted to the chassis using rubber pads The factory-supplied body was new and taller than on earlier cars, the doors were rear hinged and featured cut-away tops. The slab type fuel tank at the rear which had featured on earlier models was no longer seen on the N-Type, being hidden in the tail. In addition to the solid colour factory options, also offered were two tone combinations. The darker colour was applied to the upper surfaces (bonnet, scuttle, rear deck and guards). As well as the open cars, an Airline Coupé model was also available but few were sold. Some cars were supplied in chassis form to outside coachbuilders including Allingham, (actually made by Carbodies) who made a 2/4-seater where the rear seats could be closed off by a removable deck to appear like a 2-seater, and Abbey. The NB, announced in 1935, had an updated body with lower lines and vertical slats on the radiator grille. The doors were now front hinged, better seats were fitted and the instruments re-arranged with the speedometer and tachometer now having separate dials. The factory supplied two tone colour options were reversed, that is, the lighter colour was on the upper surfaces. The Airline Coupé body was still available.

Next up 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 the 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 maanged 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.

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.

The Y Series was conceived before the war. when MG had sought to supplement its popular range of ‘Midget’ sports cars with three saloons of various sizes and engine capacities. These were the “S”, “V” and “W” models, seen above and introduced in the mid 1930s. But these were large and costly machines with the SA and WA aimed at the Jaguar Saloons of the era and even the VA having an engine of 1,548 cc, so the next development was to produce another saloon, of smaller engine capacity than the “VA”. To keep costs down, the Cowley design office turned to Morris’s Ten-Four Series M saloon, which was introduced during 1938, and the smaller Eight Series E which was launched at the Earls Court Motor show the same year for componentry. The prototype “Y” Type was constructed in 1939 with an intended launch at the Earls Court Motor show, the following year. However, as a result of the hostilities the public had to wait a further eight years before production commenced. All prototypes originating from the MG Factory at Abingdon were allocated numbers prefixed by the letters EX; this practice continued until the mid-fifties. Although the prototype of the MG “Y” Type was primarily a Morris concept from Cowley, much of the ‘fleshing out’ was completed at Abingdon. As a result it was allocated the prototype number EX.166. When the car was launched, the MG Sales Literature stated “A brilliant new Member of the famous MG breed. This new One and a Quarter Litre car perpetuates the outstanding characteristics of its successful predecessors – virile acceleration, remarkable ‘road manner,’ instant response to controls, and superb braking. A ‘lively’ car, the new One and a Quarter Litre provides higher standards of performance.” The UK price of the car was £525.0.0 ex works plus purchase tax of £146.11.8d. Gerald Palmer was responsible for body styling and, in essence he took a Morris Eight Series E four-door bodyshell in pressed steel, added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The car featured an independent front suspension layout designed by Gerald Palmer and Jack Daniels (an MG draughtsman). Independent front suspension was very much the latest technology at the time and the “Y” Type became the first Nuffield product and one of the first British production cars with this feature. The separate chassis facilitated the ‘Jackall System’, which consisted of four hydraulically activated rams that were bolted to the chassis, two at the front and two at the rear. The jacks were connected to a Jackall Pump on the bulkhead that enabled the front, the back, or the entire car to be raised to facilitate a wheel change. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp. With the exception of only the Rover Ten, which managed 2 additional bhp, the “Y” Type had more power than other British saloons of similar size. Indeed at the time many manufacturers were still producing side valve engines. The MG “Y” Type had an extremely high standard of interior furnishing and finish, in accordance with the best British traditions. The facing surfaces of all seats were leather, as were the door pockets. The rear of the front seats were made from Rexine, a form of leathercloth, which matched the leather fronts, as were the door panels themselves. A roller blind was fitted to the rear window as an anti-glare mechanism (not a privacy screen as many think). Considerable use of wood was made in the internal trim of the “Y” Type. Door windows, front and rear screens were framed in burr walnut, the instrument panel set in bookmatched veneer offsetting the passenger side glove box. The speedometer, clock, and three-gauge cluster of oil pressure, fuel and ammeter, were set behind octagonal chrome frames, a subtle iteration of the MG badge theme later replicated in the MG TF. An open topped YT Tourer was produced but fewer than 1000 of these were made. Production of the Y Type ended in 1953, when the car was replaced by the ZA Magnette. Just 8336 were made over its 6 year life.

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.

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 including an example of the Jubilee.

Sitting alongside the MGB in the MG range was the smaller Midget, and there was an early model here. 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.

This is a MG1100, the second of the Issigonis trio of space efficient front wheel drive ADO16 family of cars, which was first seen in August 1962 as the Morris 1100. A four door saloon, with styling that had been influenced by Pininfarina, this car applied the same principles as had been seen in the Mini of three years earlier, but in a larger package, creating plenty of space for 4 or even 5 adults and with more luggage room. Power came from a 1098cc version of the proven A Series engine, which gave it a lively (for the time!) performance and the combination of a long wheelbase and innovative hydrolastic suspension gave it a particularly comfortable ride. A sporting MG model, with twin carburettors was added to the range before the year was out. In 1963 an Austin model appeared, identical to the Morris in all but grille and tail end treatment, and then Wolseley, Riley and even Vanden Plas models were added to the range in 1965 and 1966, as well as Countryman and Traveller estate versions of the Austin and Morris. The Vanden Plas Princess model came out in the autumn of 1965, applying the sort of levels of equipment and luxury finish that were usually found on large cars to something much smaller. Despite the lofty price tag, there was a definite market for these cars, many of which had relatively gentle use when new, so there are a few survivors, including this later 1300 model. Mark 2 models were launched in 1967 with the option of a 1300 engine, and a slightly less spartan interior. The car became Britain’s best seller, a position it held until 1972, The MG models received the 1275cc engine in 1967 and with twin carburettors were quite brisk for their day. Combine that with good handling (this was an era when front wheel drive was good and rear wheel drive was not!), and the cars were popular with enthusiasts, though you do not see many these days. The MG and Riley versions were replaced by the 1300GT. Sold in Austin and Morris versions, these cars had a vinyl roof and rostyle wheels to give them the looks to match the performance delivered by the twin carburettor A Series 1275cc engine, and they were popular for a little while, with few direct rivals in the market.

During 1981, British Leyland confirmed that the Metro range would soon be expanded with more luxurious and high performance versions. The Metro range was expanded in May 1982 to include the luxury Vanden Plas and higher performance MG versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the Abingdon plant making the MG B closed in 1980. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.9 seconds, top speed 103 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps.
The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified cylinder head, with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP to 72 bhp. At the October 1982 Birmingham Motor Show the MG Metro Turbo variant was first shown. With a quoted bhp of 93, 0–60 mph in 9.9 seconds, and top speed of 112 mph (180 km/h) this car had few direct competitors at the time, although the growing demand for “hot hatches” meant that it soon had a host of competitors including the Ford Fiesta XR2, Peugeot 205 GTI and Renault 5 GT Turbo. This model had a few addition modifications bolted on over the normally aspirated MG model to give an additional 21 bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), and an uprated crankshaft of nitrided steel and sodium-cooled exhaust valves. Both MG variants were given a “sporty” interior with red seat belts, red carpets and a sports-style steering wheel. The Turbo also benefitted from an LCD boost pressure gauge. The Turbo also received alloy wheels, black wheel arch extensions, blacked out trim, a rear spoiler surrounding the windshield, and prominent “TURBO” decals. While it retained rear drums, the front disc brakes were changed to ventilated units. The later MG variants were emblazoned with the MG logo both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models. From 1983, the MG badge also found its way onto higher performance versions of the Maestro, and shortly afterwards it was adopted for higher-performance versions of the Montego. Both models proved popular, and sold strongly until they were deleted in 1990 when Rover-badged performance versions took over, but there are surprisingly few survivors.

There were a number of MG Maestro models here. One of them was the now very rare R Series Weber twin carburettor engined 1.6 model, which was produced for less than a year, and there were several of the later 2.0i cars as well. At the NEC Birmingham Show in October 1988, Austin-Rover Group showed a Turbo version of the MG, and it was launched in early 1989. The final car from Austin-Rover, before the company changed names again to Rover Group, this was only ever intended to be a limited edition car with 500 cars for sale and 5 press cars. It made use of the 2.0’s already impressive engine, but the combination of carburettor and turbocharger gave it a top speed of 128 mph and an 0–60 mph time of 6.7 seconds. It was faster than the majority of its competitors, but the high performance, Tickford designed bodykit and alloys did little to disguise the fact that it was very much still a Maestro. Sales were slow, as it appeared six years after the Maestro’s launch.

In advance of the all-new MX5 rival that was still some way off production, MG decided to re-enter the open topped sports car market in 1992 when they launched the MGR V8, which combined new body panels with the standard MGB body shell to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential was also fitted. The interior featured veneered burr elm woodwork and Connolly Leather. The engine produced 190 bhp at 4,750 rpm, achieving 0–60 mph in 5.9 seconds, which was fast but largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers at the time. A large proportion of the limited production went to Japan – 1579 of the 2000 produced. Only 330 RV8s were sold initially in the UK, but several hundred (possibly as many as 700) of these cars were re-imported back to the UK and also Australia between 2000–2010 with a peak number of 485 registered at the DVLA in the UK.

Unless you go back to the 1930s. when MG made a few high performance cars which had racing more in mind than road use, the only model to get anywhere supercar status that bears the famous roundel is the SV, and this was also represented here. This car came about after MG-Rover acquired Qvale of Italy. Taking the Qvale Mangusta as a base, a car which had been designed, but not quite made production, MG Rover allocated the project code X80 and set up a subsidiary company, MG X80 Ltd., to produce their new model. A big factor behind the project was that was seen as having the potential sales in the United States, as the Mangusta had already been homologated for the American market. The MG X80 was originally revealed as a concept car in 2001. However, the styling was considered too sedate, so when the production model, now renamed MG XPower SV, was eventually launched the following year, designer Peter Stevens had made the car’s styling more aggressive. The conversion from a clay model to a production car, including all requirements, was done in just 300 days by the Swedish company Caran. The production process was complex, partly caused by the use of carbon fibre to make the body panels. The basic body parts were made in the UK by SP Systems and then shipped to Belco Avia near Turin for assembly into body panels. These were then assembled into a complete body shell and fitted onto the box frame chassis and running gear and shipped to MG Rover’s Longbridge factory to be trimmed and finished. Several of the cars’ exterior and interior parts were borrowed from current and past Fiat models. The headlights, for example, were taken from a Punto Mk.2 and the rear lights borrowed from a Fiat Coupe. The goal had been to get a street price of under £100,000, and on launch, the base model came in well under that at £65,000, and even the uprated XPower SV-R model was priced at £83,000. Those were ambitious prices for a car bearing MG badges, though, so not surprisingly, sales were slow. It is understood that just 82 cars were produced excluding the 4 ‘XP’ pre-production prototypes. This included a few pre-production and show cars which were later dismantled, before production was stopped due to lack of sales. Most were sold to private owners, with the final ones being sold to customers in early 2008.

The MG ZT and ZT-T were introduced three years after the Rover 75 and less than a year after the de-merger of MG Rover from BMW, along with the cheaper 25-based ZR and 45-based ZS models. The basic shape and styling of the MG ZT remained the same as for the Rover 75 but with changes to the front bumper, now with an integrated grille, and detail alterations including colour coding of the chromed waistline, a new bootlid plinth and different alloy wheels and tyres sizes. The interior featured revised seats and dashboard treatment with new instrument faces. Engineering changes ranged from uprated suspension and brakes to revised engine tuning for the petrol and diesel models. Development of the MG ZT was headed by Rob Oldaker, Product Development Director, with styling changes undertaken by Peter Stevens, who was previously responsible for the styling of the McLaren F1 and X180 version of the Lotus Esprit. At launch, the most potent ZT was the 190bhp petrol powered model, but in 2003, the 260 version of the car was launched, which utilised a 4.6 litre V8 from the Ford Mustang range. The model was converted from front-wheel drive to rear-wheel drive and was largely engineered by motorsport and engineering company Prodrive before being completed by MG. Apart from the badges, the only visual difference externally between the 260 and other ZTs are the quad exhausts. The 4.6 version is regarded as a true Q-car. and it has its own every enthusiastic and active Owners Club.

Final MG was an example of the current range, the small MG3, a Fiesta-sized hatch which scores highly on value for money, and is by all accounts a better car than you might expect.

MIDAS

The Midas Bronze is a Mini-based kit car designed by Richard Oakes and manufactured by D&H Fibreglass Techniques, set up by Harold Dermott and Maurice Holt in 1975. Their initial production facility was in Oldham, England, but when they outgrew that they moved to larger premises in Corby. The Midas was the first original vehicle from D&H, which had been started to build the Mini Marcos. Richard Oakes, an established kit car designer, was commissioned to develop the new car, the design of which was complete by early 1978. A prototype version of the Midas was shown that year at the Performance Car Show at London’s Alexandra Palace, to an “enthusiastic” reception. The Midas was offered as a complete kit, minus engine and gearbox, for £3250; the first deliveries were made in 1979. Fifty-seven Mark 1s were produced before the introduction of the Mark 2 in 1981. The Midas is built around an all-composite monocoque body shell of “exceptional quality”. The car used the Mini engine/gearbox and front subframe, but the rear subframe was replaced by a beam on which the Mini’s trailing arms were hinged. The suspension was developed by ex-Team Lotus engineer Arthur Birchall. Gordon Murray, technical director of Brabham, a British Formula One racing car manufacturer, became interested in the Midas, and at Dermott’s invitation suggested some modifications to the car to make it more aerodynamic. Murray’s suggestions were incorporated into the Midas Mark 2, introduced in 1981 and continuing in production until 1989. After the 1985 introduction of the Mark 3 “Midas Gold”, the Mark 2 was sold as the Midas Bronze. The Midas Gold coupe was introduced in 1985, and first shown at Motorfair in London. The Mark 2 continued in production however, renamed the Midas Bronze. The Midas Gold convertible was introduced in 1989, “to much critical acclaim”, but the Midas factory was destroyed by fire later that year, ending all production and pushing Midas Cars into liquidation. Pastiche Cars bought the rights to the Midas range in 1990, and relaunched the Midas Gold Convertible, albeit with a somewhat reduced specification. But after taking ten orders for the kit, none of which were supplied, Pastiche too went into liquidation, in 1991. GTM Cars then took over the rights to the Midas range and relaunched the brand at the Sandown Park Kit Car Show in August 1991. GTM introduced new models, including the 2+2 in coupé and convertible versions. In 2001 GTM sold the Midas operation to Midas Cars, a new company based in Redditch and run by Marc Bailey. He renamed the 2+2 Coupé the Cortez, and the 2+2 Convertible as the Excelsior; the latter made its first public appearance at the Donnington Kit Car Show in September 2001. Bailey’s operation was short-lived however, and Midas Cars ceased trading in 2003. The Midas marque then passed to Alternative Cars in early 2004.

MINI

The classic Mini is a popular historic vehicle, with the early cars particularly prized, so it was no surprise to find a number of Issigonis’ masterpiece on display throughout the show.

It is often the case that the more utilitarian versions of a model, such as Estate Cars, Vans and Pickups have a lower survival rate than the Saloon or Sporting models, as these cars tend to have a far harder life right from initial registration, and that’s certainly the case with the Mini, where these versions are really quite rare compared to the regular Saloon. So it was nice to see a couple of examples of the Estate car, which was called Traveller in Morris guise and Countryman when bearing Austin badges. It is one of the latter seen here, which came complete with wood panelling. Unlike with the earlier Minor, where the wood is structural, on the Mini, it is purely decorative, which does ease restoration somewhat, and indeed some models were supplied without it.

The Van was launched in May 1960, a matter of weeks after the Countryman and Traveller had appeared and on whose extended platform this light commercial was based. The shape was the same, as those Estate models, but clearly without the side windows or a rear seat. It proved popular in 1960s Britain as a cheaper alternative to the car:, as it was classed as a commercial vehicle and as such carried no sales tax. A set of simple stamped steel slots served in place of a more costly chrome grille. The Mini Van was renamed as the Mini 95 in 1978, the number representing the gross vehicle weight of 0.95 tons. 521,494 were built, but few survive.

There was also an example of the Moke here. Designed by Sir Alec Issigonis and John Sheppard, the Mini Moke is noted for its simple, straightforward, doorless design, and its adaptability. Originally prototyped as a lightweight military vehicle using the engine, transmission and suspension parts from the Mini van, the design’s small wheels and low ground clearance made it unsuitable as an off road military vehicle. The design was subsequently offered in civilian form as a low-cost, easily maintained vehicle, achieving global popularity as a lightweight, recreational and utility vehicle. The first Mokes were manufactured at BMC’s Longbridge, Birmingham plant, with 14,518 produced in the UK between 1964 and 1968. 26,000 were manufactured in Australia between 1966 and 1981, and 10,000 in Portugal between 1980 and 1993 when production ended.

The world’s first ever Mini convertible was the idea of two men, David McMullan – sales manager at Lambretta Trojan of Croydon, and Jeffrey Smith from the research and development department at Lambretta Trojan. They formed a lifelong friendship and partnership, but from the very beginning both shared an idea to take the revolutionary new Mini and turn it into a convertible. New Mini’s were still hard to get in 1962, David and Jeffrey could only afford a three year old 1959 car to experiment on. This car was registered AFO 887, the project to convert it had to be carried out during moonlight hours as both partners needed their day jobs at Lambretta to survive. It was a busy time working at Lambretta all day, then on the mini in a lock-up at Stroud in Kent, in between finding time to visit David’s wife in hospital who was expecting their first baby. Several times David was reprimanded, by sister, for having oily hands and Mini parts on her ward and in his wife’s side room. Then, one night in August 1962 David’s first son Sean was born, but within minutes of the birth the two partners were on their way to Stroud where they drove their other baby, AFO 887 as a convertible, on the road for the very first time. David and Jeffrey left Lambretta Trojan together and formed Crayford with a joint investment of £20 and a toolbox each. The first mini, then light blue, was launched to the national press on June 3rd in the Daily Mail motoring page. It was a success and very soon a network of dealers where taking orders, the price was set at £690 by dealers, including the new car, or £129 to convert a used car. An early scoop came when MGM placed the new Crayford Mini Cooper in a black and white movie called “ Night must fall”, staring Susan Hampshire and Albert Finney who both drove the Crayford extensively in the move. When the film was released David’s wife sat through it 3 times in one afternoon. Variations followed on Austin and Morris cars and later there was a clubman convertible. Early Mk.1 cars where completely open, with rear side windows that pulled out, like the Morgan’s. A sunshine conversion with fixed sides was also offered and there was a one-off open beach car with jeep like side, built for the MD of Bristol Street Motors, for use in his villa in Spain. Today, these early Crayford mini’s are very rare, only 15 cars have been found and such is the demand that there are fakes out there. Beware of any car with roll bars, hoops and or T bars. A top class Crayford Cooper can demand £20,000 insurance cover, and one Spanish owner spent £1 million peseta’s on his car.

MORGAN

There were plenty of Morgan models here, most of them the classic shape that first appeared in the mid 50s and which is still available brand new now as the Plus 4 and Roadster.

Also here was an Aero 8, the first new design from the Malvern Link company for over 35 years. Morgan’s first supercar, the first run of Aero models was unveiled at the Geneva motorshow in 2000 by Charles Morgan, it was in his words “the result of the biggest development project ever undertaken by the Morgan Motor Company”. The result of many years of hard work, a development programme that included racing in the FIA GT series and a partnership with BMW. Whilst the car structure comes as pre-formed bonded aluminium elements significant work goes into hand making the overall vehicle continuing the handmade history of the company. The method of building the car was ahead of most companies in the marketplace and represented a dramatic shift for the company. The superformed and bonded aluminium chassis has elements of an ash frame to provide a link to the more traditional cars. It was designed by Chris Lawrence who had a long standing relationship with Morgan and included many features of racing cars of the time. Items such as in-board shock absorbers, double wishbones all round, a flat floor, centre lock magnesium wheels, rose-jointed suspension and other elements were included providing significant handling improvements over previous models. Complete with a bespoke aluminium chassis, all independent suspension and powered by a 4.4 litre BMW V8 engine (M62TUB44) producing 286 bhp at 5500 rpm and 322 lbs-ft (430Nm) at 3750 rpm this was a radical departure from the traditionally built Morgans. Performance was 0 to 62 mph in 4.8 seconds with a top speed of 160 mph. The interior had a turned aluminium dashboard, unusual asymmetric design and a custom made Burberry case for use as a removable glovebox, along with nods to modern services such as cruise control, air-conditioning and a heated windscreen. With many elements from BMW including the engine, gearbox and axle to push 1100kgs the performance was on a par with Ferraris, Porsches, TVRs and other supercars of the day. Whilst the car did include an LSD the absence of other stability and traction aids mean the driver had total control over the car. Famous for its cross-eyed squint courtesy of the reversed VW Beetle headlamps, this was a culmination of both aerodynamic requirements and availability of light units at the time. Initially Porsche lights had been trialled along with the yet to be released new Mini units, the Mini lights were a favourite but BMW didn’t want the first model to launch their new headlights to be the Aero so these were not an option. Aerodynamically (extensive wind tunnel testing was carried out at MIRA – another Morgan first) Morgan needed a way to allow the leading edge of the front wings to be forward of the radiator, thus providing space to incorporate a front splitter. The VW Beetle headlamps were spotted by Chris Lawrence who invisaged reversing them to give the perfect angle to meet the aerodynamic requirements, and thus the cross-eyed look was born. Around 210 Series 1 cars were made with many smaller changes being made to the car over this period internally and externally. The Series 2 of the Aero 8 was launched at the 2004 Los Angeles Motor Show. This was the first Aero that was made for sale in North America. It was called the Aero Series 2 or Aero America as a result. The back of the car was changed in a number of ways. The petrol tank was repositioned to comply with US rear impact regulations. The boot lid was raised to improve aero-dynamics and storage. The previous folding roof was changed for a pram style changing the shape from the previous low “gangster” style roof of the Series 1. Now using the BMW V8 4.4L engine N62B44 333 bhp at 6,100 rpm and 331 lb-ft (450Nm) at 3,600 rpm using VarioCam on the inlet manifold. The factory offered single side exit exhausts as an option with the exit just in front of the rear wheels on each side. The new V8 provided a top speed of 160 mph with 0 to 62 mph acceleration in 4.8 seconds. Further revisions included a conversion to standard 5 stud wheels, uprated gearbox, brakes and other elements of the running gear. The car retained the same overall dimensions but internal space was increased by moving the doors further out and making the wings/running boards narrower over the Series 1. The unusual asymmetric dashboard of the Series 1 was replaced with a more conventionally styled dashboard however the fly-off handbrake was retained. Something in the region of 60 cars (both LHD and RHD) were produced. The third iteration of the Aero was largely around adding the new style Mini headlamps with changes to the wings and front panels resolving the famous squint of the earlier cars. It retained the interior and mechanical platform of the Series 2. This new front design went on to be used on the new AeroMax and subsequent Aero models. Version 4 of the Morgan Aero 8 saw the 3rd new engine in the life of the vehicle; the BMW 4.4 V8 has been replaced with the BMW 4.8 V8 (N62B48) with 362 bhp and 370 lb/ft of torque. This 13% power increase over the previous Aero gives the new Series 4 Aero 8 a power to weight ratio of 315bhp per tonne. A first for the Aero 8 also comes in the form of an optional automatic transmission; Morgan state: – ZFs 6 HP26 six speed gives even better performance than a manual gearbox due to its special lock up clutch, low power loss design and instant change characteristic. The automatic is usable either as a full automatic for more relaxed driving or in sport manual mode when the bespoke gear lever will hold the engine revs up to the maximum in each gear, increase change speed and blip the throttle to smooth down changes. In addition to these technical changes, a repositioned fuel tank (to improve the weight distribution), revised instrumentation (from cream dials with blue numerals to black with white), an increase in luggage space, revised air vents, a move to a conventional handbrake lever and air intakes and exits on the front wings distinguish the Series 4 Aero 8 from previous models. 179 of these were produced between 2007 and 2010.

Completing the display was the latest Three Wheeler. First referred to in 2011, and launched in production spec in 2012, has been a huge success for Morgan, and for a while the company simply could not build them fast enough. Relatively affordable, compared to the other products in the range, this fun machine has a 2 litre S&S engine coupled to an MX-5 gearbox, and a weight of 550 kg, which is enough to give it a top speed of around 115 mpg and a 0- 60 time of less than 5 seconds.

MORRIS

The Eight 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.

This is a Morris Ten dating from 1948. Called the Series M, this design was first introduced in 1938 as a completely new car with unitary construction, although the styling was little-changed from the outgoing Series E. The engine was also new, being the 1140cc X-Series with an output of 37 bhp at 4600 rpm. Although an overhead valve engine like the M-Series engine fitted to the previous Ten Series E, the X-Series was a brand new design following the disappointing performance and reliability of M-Series, which was related to the older Morris sidevalve engines. The Series M’s X-Series engine had a ‘free-flow’ eight-port cylinder head and adopted features from contemporary American engines including a pressurised pump-driven cooling system, a fully filtered lubrication system and an automatic tensioner for the camshaft chain. Along with the contemporary Vauxhall 10-4 the Series M was one of the first mass-market British cars to feature an OHV engine and the Morris was praised for the smoothness, efficiency and quiet-running of its engine. The car had a top speed of around 62 mph. The running gear was otherwise very conventional, even old-fashioned, for the time, with solid axles with longitudinal leaf springs all-round. Plans had been drawn up to provide the unitary-construction Ten with independent front suspension and Rack and pinion steering, but these were shelved due to cost and marketing concerns, although the parts designed for the Series M would appear in the post-war MG Y-type saloon. Only saloon bodies with optional sun roof were made for the civilian market but a range of pick up bodies were fitted during World War II as one of among many similar products by British manufactures collectively known by the nickname “Tillies”. The car was also assembled in India as the Hindustan 10. Postwar models can be distinguished from those made before 1940 by a cosmetic change to the radiator grille, the later versions being rounder, faired in to the engine side panels and without the Morris badge at the top.

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 and to be seen here were a number of variants including one of the Minor Million cars.

After the Second World War the 13.5 fiscal horsepower Oxford MO had to replace the Ten horsepower series M, Morris’s Twelve and Morris’s Fourteen. It was announced along with the new 918cc Morris Minor and the 2.2-litre Morris Six MS on 26 October 1948 and was produced until 1954. The core design was shared with Nuffield Organisation stable-mate Wolseley 4/50 which used a traditional grille and better finishes. Designed by Alec Issigonis, the Oxford, along with the Minor, introduced unit construction techniques such as Unibody construction even though it is not widely recognised as a true unibody car. Torsion bar front suspension was another novelty and hydraulically operated 8-inch drum brakes were fitted all around. Under the bonnet, the MO was a step back in technology from the pre-war Ten. It used a side-valve straight-4 rather than the older overhead-valve unit. The single SU-carburetted engine displaced 1476 cc and with its output of 40.5 bhp at 4200 rpm could propel the car to 72 mph. In order to reduce noise, the crankshaft helical gear that drove the camshaft was steel and the camshaft gear was of resin-bonded fibre construction, rather than a steel-to-steel coupling. It was believed, surprisingly, that the steel gear wore out first over time. Replacement parts were sold as factory-matched pairs of wheels. The four-speed gearbox had a column gear change and steering was by rack and pinion. Interior fittings were reasonably comprehensive by the standards of the time, with a full width shelf under the dashboard and “useful pivoting ventilator panels” (hinged quarterlights) at the front edge of each of the front doors and a rear window blind included in the price. Instrumentation included an oil pressure gauge, an ammeter and an electric clock. Also available, albeit at extra cost, was a heater. A two-door estate version of the Series MO was introduced in September 1952. Marketed as the Oxford Traveller, it had an exposed wooden frame at the rear. Just 3½ inches longer than the saloon which its dimensions otherwise matched the Traveller was given bench seats front and back, the front backrest split for access to the back. Six could be seated in reasonable comfort, though the back squab was narrowed by the rear wheel arches, and furthermore there was a large platform behind for luggage or freight. Folding forward the rear seat made an area nearly five feet square and three feet high. The front part of the car remained the same as the saloon and no comfort was sacrificed by front seat passengers. Normal winding windows were retained in front but the side windows at the rear (which provided excellent vision for the driver) could slide horizontally, the first for more than two feet and the second only a short distance to give ventilation. The vague steering column gear change lever still showed no improvement over previous Oxfords.

The extensively redesigned Oxford Series II was announced in May 1954. It was given a new shape directly foreshadowing the BMC ADO17 and, following the formation of BMC, notably getting the Austin-designed B-Series OHV straight-4. Styling was entirely new though the rounded body maintained a family resemblance to the Morris Minor. Sales remained strong when the Series III arrived in 1956, with around 87,000 sold. A 2.6-litre six-cylinder 7-inches longer Morris Isis version was announced 12 July 1955 with a saloon or Traveller estate body.

Second of the Issigonis trio of space efficient front wheel drives was the ADO16 family of cars, which was first seen in August 1962 as the Morris 1100. A four door saloon, with styling that had been influenced by Pininfarina, this car applied the same principles as had been seen in the Mini of three years earlier, but in a larger package, creating plenty of space for 4 or even 5 adults and with more luggage room. Power came from a 1098cc version of the proven A Series engine, which gave it a lively (for the time!) performance and the combination of a long wheelbase and innovative hydrolastic suspension gave it a particularly comfortable ride. A sporting MG model, with twin carburettors was added to the range before the year was out. In 1963 an Austin model appeared, identical to the Morris in all but grille and tail end treatment, and then Wolseley, Riley and even Vanden Plas models were added to the range in 1965 and 1966, as well as Countryman and Traveller estate versions of the Austin and Morris. There were surprisingly few of these cars at the event.

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.

Among the more colourful of exhibits were this array of Morris J Vans. This was a 10 cwt (0.5 ton) van launched by Morris Commercial in 1949 and produced until 1961. After the formation of the British Motor Corporation in 1952, by the merger of Morris’ parent company, the Nuffield Organisation, and Austin, the Commercial name was dropped and the van was marketed as the Morris J-type. The van followed the emerging trend of having forward controls and sliding doors on each side. It was made in both left and right hand drive versions. As well as complete vehicles, the J-type was also supplied in chassis form to external body makers and it appeared, amongst other uses, as a pick-up, tipper truck, ice cream van and milk float. Many were bought by the British Post Office and these differed from standard in having rubber front and rear wings. The J type was fitted with a 1476 cc four-cylinder side-valve engine based on the one used in the contemporary Morris Oxford MO car. Drive to the rear wheels is through a three-speed gearbox and initially a spiral bevel type rear axle, later replaced by a hypoid type. The van was updated to the JB in 1957 when an overhead valve 1489 cc, BMC B-Series engine was fitted along with a four-speed gearbox. An Austin version of the van appeared in 1957 known as the Austin 101 and differed from the Morris only in badging and radiator grille styling. Production ceased early in 1961 after over 48,600 had been made. It was replaced by the Morris J4.

The Morris Commercials Club had an interesting array of rarely seen models. Among them was a J4 pickup. The Morris Commercial J4 was a 10 cwt (0.5 ton) forward-control van (driver’s controls in front of front wheels) launched by Morris Commercial in 1960 and produced with two facelifts until 1974. The van was marketed first as both the Morris J4 and the Austin J4. Following the formation of the British Leyland Motor Corporation in 1968, into which British Motor Corporation (BMC), by then a subsidiary of British Motor Holdings, had been absorbed, the van was branded as the BMC J4. The van was fitted available with the familiar B series petrol engine in 1622cc form and also, at extra cost, with a 1500 cc diesel unit. Stopping power came from drum brakes all round; there was no servo assistance. Suspension was similar to that on the Austin Cambridge/Morris Oxford of the time: the front independent suspension incorporated coil springs and hydraulic “Lever-type” shock absorbers while the rear springing was achieved by semi-elliptic leaf springs. In the 1960s light vans were often named simply by their load capacity, and the van at the time was often called simply the Morris 10/12 cwt. During its life the van underwent minor improvements under the metal. However, even in 1967 the vans were still shipped with synchromesh on the top three forward gears only. The engine lived in the driver’s cabin between the two seats: the van was considered unusually noisy, even in the 1960s. A J4-based petrol-engined motor caravan was tested by Britain’s Autocar magazine in 1967. It managed a maximum speed of 63 mph and a time from 0–50 mph of 20.2 seconds. The vehicle as tested weighed 2,910 pounds (1,320 kg) and overall petrol consumption for the test came in at 22.7 mpg. This van became a familiar sight on British streets collecting and delivering mail in the Royal Mail livery of the Post Office. Although quite a successful light commercial, it sold mainly by virtue of keen pricing to large fleets, living after 1965 in the shadow of the all conquering front engined Ford Transit, as did several other British built 60s/70s light commercials such as the Standard Atlas, Commer FC and the formerly class-leading but now ageing Bedford CA. Whilst competent as a van, the Morris J4 offered a rather poor driving experience even by the standards of the day. The sliding front doors were replaced by a pair of conventional front-hinged doors for the last model year (1973-74).

One of the more distinctive commercial vehicles ever to grace Britain’s roads, this started out life as the Morris FG Series, and was launched in 1960. Later it was also sold as the Austin S200 and 404, and it was renamed the BMC FG in 1968. The name changed again in 1970 when it became the Leyland FG, which was the final branding until production ceased in the early 1980s. The new FG truck burst onto the scene in early 1960, with payload ratings ranging from 1½ tons to 5 tons, it would replace both the LC-series and the lower end of the forward-control FE range. At its launch, the FG’s cab was hailed as a leap forward in commercial vehicle design. Uniquely, the cabin doors were mounted across the angled rear corners of the cab; being rear-hinged and rather narrow, this meant that when opened, they barely protruded beyond the width of the cab itself, thus delivering the main benefit of sliding doors in a context where these clearly could not be used. While BMC coined the term “angle-planned” to describe this arrangement, the FG’s unusual shape soon led users to refer to it as the “three-penny bit”, after the pre-decimal, twelve-sided British coin of that name. Another innovative feature of the FG was its curved kerbside-view windows, mounted at the front corners of the cab, below the windscreen. These helped the driver to “place” the truck when parking, and were also an important aid to safety in busy high streets, as they eliminated a traditional blind-spot. However, all was not sweetness and light for the FG’s driver: the “angle-planned” design had a detrimental impact on the internal width of the cab, and consequently, the seats were rather narrow – as were the doors themselves – making life tough for the more portly driver. And assuming that he could get himself seated comfortably, he then had to contend with the heat generated by the engine which shared his cab-space, and get to grips with a gear lever that was thoughtfully mounted right at the rear of the cab. Despite these shortcomings, the FG had a loyal following in the commercial market; the British Gas company was particularly fond of it, but to anyone who grew up in Britain during the 1970s the FG will be immediately identifiable as the archetypal Sunblest baker’s van. Another popular application for the FG was as a laundry van, in which configuration a capacious walk-through body was fitted to the basic chassis/front-end – with sliding doors.

The other Morris Commercials made for a colourful display.

Completing the array of historic Morris commercial vehicles was this 1936 13/60 Luton Van.

MOTOR SPORT Magazine

This long-running magazine has traditionally supported the NEC Classic and 2018 was no exception with a stand which reflected the theme of the event, “Built to Last” with a focus on Britain’s contribution to competitive longevity with several fascinating racing cars. Star among these was the oldest surviving racing Bentley. Built in 1921, and with Brooklands racing pedigree, this 3 Litre has been developed as a recreation of one of the 1922 Tourist trophy team cars which finished second, third and fourth on the Isle of Man to secure the team prize and to give the team its first racing success. Although some of the original cars survived, this 1921 Bentley has been adapted to be an exact copy and includes such details as a brakeless front axle and an ultra rare Claudel-Hobson carburettor. Today it is campaigned extensively in Britain and abroad by brothers Richard and Andrew Frankel, and it also recently appeared in one of the final episode of Downton Abbey.

The other star of the stand was an Aston Martin DB2 which was entered for the 1950 24 Hours of le Mans, but it did not start after driver Jack Fairman suffered an accident on the public road while making his way to the event. It was swiftly repaired and Eric Thompson raced it at Silverstone a few weeks later and it has enjoyed a successful career ever since in sprints and time trials, the most recent being earlier this year at the Goodwood Revival meeting.

NISSAN

The Datsun 1500/1600/2000 Roadster, also known as the Datsun Fairlady in certain markets, is a sports car produced by Datsun in Japan from 1961 to 1970. It made its debut at the Tokyo Motor show in 1961, several months before the roll-out of the MGB. The 1500 Roadster was powered by a 1.5-litre inline four-cylinder OHV engine with a single carburettor producing 77 hp. The 1500 was a 3-seat convertible with front buckets, and a transverse back seat. The 1964 production added a second SU carburettor and power increased to 85 bhp. The final revision of the 1500 model occurred in 1965 with a completely redesigned interior. This eliminated the back seat and introduced a more sporty dash layout. In 1966 engine displacement was boosted to 1.6 litres and power output to 96 hp. This new model was given the new designation SP(L) 311. The 1600 Roadster was produced until the end of production in April 1970. The 2000 Roadster SR(L) 311 was introduced as a half-year model in 1967. Powered by the U-20 single overhead cam engine, in stock configuration of twin SU carburettors it produced 135 hp. An optional version with twin Mikuni Solex carburettors produced 150 hp. The optional version was only available as a factory installed set-up in the US during the 1967 model year. The 2000 was also produced until 1970 when the Roadster was superseded by the 240Z. The cars sold strongly in American and Australia which is were you most often see them.

Concurrent with that was the 1600 saloon, also known as the Datsun 510 or Datsun Bluebird in some markets. The 510’s engineering was inspired by contemporary European sedans, particularly the 1966 BMW 1600-2 — incorporating a SOHC engine, MacPherson strut suspension in front and independent, semi-trailing arms in the back. The styling is attributed to Datsun in-house designer, Teruo Uchino. The engine was promoted by Nissan USA president Yutaka Katayama, a design developed through Prince, an acquisition. Launched in October 1967, body styles included the original four-door sedan, a two-door sedan (June 1968), five-door station wagon, and two-door coupé (November 1968). The 510 range became famous for Nissan’s rallying successes outside Japan and paved the way for greater Nissan sales internationally. Affordable performance combined with simple mechanicals has helped the Datsun 510 remain a popular automotive enthusiast’s car for nearly 50 years. Avid collectors can be found around the world with significant numbers in the U.S., Australia, and New Zealand. It was replaced by the 180B Bluebird from 1972.

Exported as the Datsun 120Y and Datsun B210 (in North America), the third generation (1973–1978) Sunny was extremely popular as it debuted during the 1973 oil crisis. It was first shown on 1 May 1973 in Japan, as the 1.2 or the 1.4-litre Excellent. Both engines were offered in two different levels of output, from the lowest powered 68 PS 1.2 to the 95 PS Excellent GX Coupe. Six body styles were offered: the four-door sedan, two-door sedan, two-door fastback, three-door wagon, five-door wagon, and a three-door van. The coupé retained its fastback styling, but now featured a full hatchback door rather than the small trunk lid of the previous generation Sunny. The wagon and van were not offered in North America. In 1975, Japan models were fitted with emission control technology, called Nissan NAPS to be in compliance with Japanese Government emission control regulations enforced that year. The related Sunny Excellents continued until 1976 as PB210 models, at first fitted with a 1.4-litre L14 engine. American market B210s were the first Sunnys to have the larger 5 mph collision bumpers, due to the USA’s safety standards at the time. Other markets continued with the more tightly-fitted chrome bumpers. In most markets, the B210 line featured as the only engine option a re-designed A12 engine. As usual for Japan, the wagon (three- and five-door models alike) was marketed as a van for commercial use, where it was only available with the lowest-powered 1.2 engine (VB210). The van, in its lowest standard equipment level, came equipped with a three-speed manual gearbox with a column-mounted shift lever. This chassis formed the basis for the S10 underpinning the Nissan Silvia coupé, which allowed Nissan to sell the Sunny Coupé at two Nissan Japanese dealership networks. The Sunny was exclusive to Nissan Satio Store, while the Silvia was exclusive to Nissan Prince Store, alongside the Nissan Skyline. B211 is the chassis code for the minor facelift of the B210, introduced in February 1976. It included a changed grille and other minor changes, such as new wing mirrors and hubcaps. The most important differences were under the hood, where the engines had been upgraded to meet Japan’s 1976 emissions standards. The Sunny Excellent now only came fitted with the larger 1.6-litre engine, with the more compact A14 engine replacing the L14 and being installed in the regular bodied model (HB211). The Excellent’s chassis code changed from PB210 to GB211 and was now considered a trim-level option for the regular B211 rather than a separate model. Although regular production in Japan as well as sales in most countries ended in late 1977 for the 1978 model year, the B210 series continued to be produced by Nissan South Africa through 1980. The van models were not replaced until later. The Datsun B210 continued to be the fuel-economy leader in North America and it was one of the least expensive cars available. This was in part due to the light metal; small A13 or A14 engine with OHV technology and a very basic vinyl interior used in its construction. Introduced for 1974 with a 1.3-litre four, this was replaced by a larger and more powerful 1.4-litre version for 1975 which developed 70 or 68 hp in 49-state and California trim, respectively. The regular version took leaded fuel and depended on an EGR system for air cleaning, while the unleaded California cars have a catalytic converter. This engine remained in use, continuing to be installed in the next generation B210. At the time, their body styles were popular with buyers – mainly the hatchback coupé as the sedans were considered by some to be less appealing. Datsun dealers were instructed to describe the coupé as having “the image of a Mini-Z-Car”. The 1978 B210 (American model) with five-speed transmission was rated by the United States Environmental Protection Agency at 50 mpg‑US highway fuel economy. Road & Track was somewhat critical of the B210 in their 1975 test. They criticised the “modest performance” of the “peppy” engine, but were impressed with its 27 mpg‑US fuel economy. B210 pricing started at US$2849 that year. The “Datsun Honeybee” was a special edition consisting mostly of appearance parts. Nonetheless, the Honeybee is now considered a collector’s car among Datsun enthusiasts. The fourth generation model was launched in 1978.

After the ever softer evolution of the Z car, Nissan reversed the trend with the Z31 model, known as the 300ZX, introduced in late 1983. 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.

The 300C was the export version of the Nissan Cedric Y30 series, a luxury car at the top of the Nissan range. It was produced between 1984 and 1987 and available as a saloon and an estate. Arriving in the European market at the same time as the larger estate model, the saloon was meant to target the German luxury executive cars that dominated the class in the 80s (Mercedes S-Class, BMW 7 Series). Trimmed in moquette cloth, the car featured adjustable front seats, adjustable steering wheel, power steering, air conditioning, tinted windows, a LW/MW/FM stereo/cassette player, and a 3.0L V6. The saloon featured the same independent front suspension as the estate, but had a five-link suspension system for ride quality. An automatic with overdrive gearbox and a 3.0L V6 engine gave the saloon a max speed of 120 mph (193 km/h), with 0-60 mph being achieved in about 8.4 seconds. There was an Estate version, too, whose primary differences were a five speed manual gearbox, and no air conditioning, steel wheels and rear drum brakes instead of the saloon’s discs, and had one less exhaust silencer. It was altogether a less luxurious but more rugged car, but with the flip-up rear-facing seat in the cargo area, it was one of few seven seaters on offer at the time, which helped it achieve a few sales. Neither model sold in anything more than handfuls across Europe.

The Nissan President (Japanese: 日産・プレジデント, Nissan Purejidento) is a Japanese luxury limousine that was produced by Nissan from 1965 to 2010. The car was mainly used by corporate executives and government officials. It is a luxury sedan specifically aimed to the Japanese market, where its main competitor was the Toyota Century. The President was the company’s flagship limousine, and was sold at Nissan Motor Store dealerships. The President was initially sold only in the Japanese market. In the late 1980s, exports began to a few countries including Singapore and Hong Kong, though sales were limited. When the President was introduced in 1965, it wore the “Nissan” badge unlike other Nissan products at the time which were labelled Datsun. In October 1989 a new Nissan President, designated JHG50, debuted during the Tokyo Motor Show, with sales beginning a year later, only the second generation of the car. Concurrently, a short-wheelbase version of the chassis debuted in the United States as Infiniti Q45 or Nissan Infiniti Q45 in Japan, with a different front and rear end. This complete reworking of the President was the result of the introduction of the Lexus LS January 1989 and the Honda Legend in 1985. Major focus was being directed to large luxury sedans, and Nissan decided to follow the lead of Honda and Toyota and give the President a long overdue revision. Renewed emphasis sought out to position the President as a top-level luxury limousine, with a vast list of standard features available, including Connolly Leather interiors, and innovative technological features, to include an interesting world first feature that debuted in 1993—an SRS airbag for the left-hand side (curbside) rear seat passenger. Both the President and the Q45 shared the new 4.5-litre VH45DE V8 engine. In 1993, a short-wheelbase version similar to the Infiniti joined the lineup, badged as President JS. At the same time, Nissan’s special vehicles subsidiary Autech developed a Royal Limousine model with split passenger compartment. The Royal was created as a possible replacement for the four 1966 Nissan Prince Royals used by the Imperial Household Agency for the Coronation Ceremony, or Shukuga Onretsu no Gi of Akihito 12 November 1990, but were not accepted. In 1994, along with a minor facelift, Nissan revived the Sovereign trim level (previously available for 250 Presidents) for the long-wheelbase model. Another minor facelift occurred in 1998 (designated PHG50). At the same time, the previous Infiniti Q45 was replaced by a model based on a smaller (yet still large) Nissan Cima, which was also fitted with the rear passenger airbag option in Japan. The PHG50 continued in production till 2002 with the arrival of the new F50 chassis.

It is quite surprising to realise that the Figaro is now more than 25 years old. This well-known retro-styled fixed-profile convertible was manufactured for just one year, 1991, and originally marketed solely in Japan at their Nissan Cherry Stores. The Figaro was introduced at the 1989 Tokyo Motor Show under the slogan “Back to the Future”. The name references the title character in the play The Marriage of Figaro by Pierre Beaumarchais. Based on the Nissan Micra, the Figaro was built at Aichi Machine Industry, a special projects group which Nissan would later call “Pike Factory,” which also produced three other niche automobiles: the Be-1, Pao and S-Cargo. As a fixed-profile convertible, the upper side elements of the Figaro’s bodywork remain fixed, while its fabric soft top retracts to provide a less fully open experience than a typical convertible. The fixed-profile concept is seen on other convertibles, including the Citroën 2CV and the 1957 Fiat 500. The Figaro was marketed in four colours representing the four seasons: Topaz Mist (Autumn), Emerald Green (Spring), Pale Aqua (Summer) and Lapis Grey (Winter). Few, reportedly 2,000, were marketed in Topaz Mist. The Figaro was equipped with leather seats, air conditioning, CD player and a fixed-profile slide-back open roof. 8000 were originally available with an additional 12,000 added to production numbers to meet demand. Prospective purchasers entered a lottery to purchase a Figaro. Limited edition cars came with passenger side baskets and cup holders. A surprising number of them have been imported to the UK in recent years.

NOVA

Automotive Design and Development Ltd (ADD) was an English company responsible for the creation of the futuristic-looking Nova kit car. It was based in Southampton from 1971 to 1973 after which it moved to Accrington, Lancashire until 1975. ADD failed and the rights to the Nova were bought by Nova Cars in Mirfield, West Yorkshire in 1978, which continued until 1990. A low volume production run was made by Nova Developments in Cornwall in the 1990s and the company was sold to India-based Aerotec Nova around 1996. The car was styled by Richard Oakes with engineering by Phil Sayers, combining a fibreglass shell on a VW Beetle chassis and mechanicals. A two-seater, it was highlighted by a dramatically opening canopy that combined roof and doors into one. Licensed versions of the Nova have been built in Austria as the Ledl, in Australia as the Purvis Eureka, in France as the Défi, in Italy as the Totem and Puma, in New Zealand as the Scorpion, in South Africa as the Eagle, in Switzerland as the Gryff, in the United States as the Sterling and Sovran and in Zimbabwe as the Tarantula. There have also been numerous unlicensed copies. Some versions featured pop-up head lamps and gull-wing doors, but the basic silhouette remained the same.

OPEL

The first generation Opel GT debuted as a styling exercise in 1965 at the Paris and Frankfurt motor shows. The production vehicle used mechanical components from the contemporary Opel Kadett B and two-door hard top bodywork by French contractor Brissonneau & Lotz. The styling of the GT was often cited as similar to the 1968 Chevrolet Corvette which went on sale in September 1967. The Opel GT was equipped with a base 1.1 L OHV inline-four engine, which produced 67 hp (SAE) at 6,000 rpm. However, most buyers chose an optional 1.9 L camshaft in head engine, which produced 102 hp (SAE) at 5200 to 5400 rpm. Some of the early 1968 models also came with a slightly higher compression “H” code cylinder head. In 1971, due to emissions regulations, Opel reduced the compression ratio of the 1.9 L engine used in the US and output fell to 83 hp (SAE). There was also a GT/J model, which was a less expensive version of the 1900-engined GT which was sold only in Europe. Standard transmission was a manual four-speed. A three-speed automatic was available with the 1.9 L engine.The Opel GT uses a steel unibody and a conventional front-engined, rear-wheel drive layout. The engine is mounted far back in the chassis to improve weight distribution. Front suspension consists of upper A-arms and a lower transverse leaf spring. A live axle and coil springs are used in the rear. The power-assisted braking system uses discs in the front, drums in the rear. Steering is unassisted. One unusual feature of the Opel GT is the operation of the pop-up headlights. They are manually operated, by way of a large lever along the centre console next to the gearlever. Unlike most pop-up headlights, they both rotate in the same direction (counterclockwise from inside the car) about a longitudinal axis. One standard joke about GT owners was that you can easily spot them due to the heavy muscles on their right arm built up by using the lever to pop up the headlights. Designed by Opel stylist Erhard Schnell, the GT is a fastback, that has neither an externally accessible trunk nor a conventional hatchback. There is a parcel shelf behind the seats that can only be accessed through the main doors. Behind the parcel shelf is a fold-up panel that conceals a spare tyre and jack. The interior of the GT is surprisingly large for a car of its size, owing to its original design process in which the exterior metal was sculpted around an interior model. Headroom and legroom are sufficient for those over 6 feet (1.83 m) tall. During 1968 to 1973, a total of 103,463 cars were sold. The most collectible GTs are probably the first few hundred cars hand-assembled in 1968 and the 1968–1970 models with the 1.1 L engine, which totalled 3,573 cars. Of the later cars, 10,760 were the cheaper model (GT/J), which lacked nearly all chrome parts and offered fewer standard features. In some markets, items like a limited slip differential, front and rear anti-sway bars, heated rear window, and engine bay light were standard, although most cars were shipped without them. In North America, the GT was sold at Buick dealerships. Reasons for ending production were the need to redesign the car to remain competitive with up-and-coming sports models, such as the Datsun 240Z, as well as the termination of Brissonneau and Lotz’ bodybuilding contract. Unusually for the period, there was no Vauxhall equivalent model to the GT sold in the United Kingdom.

The Kadett C, which was the third generation of the Opel Kadett, was released in August 1973, and was Opel’s version of the General Motors’ “T-Car”. It was the last small Opel to feature rear-wheel drive, and remained in production at Opel’s Bochum plant until July 1979, by which time Opel had produced 1,701,076. Of these, 52% had been exported outside West Germany, most of them to markets in other parts of western Europe. In other world markets however, various badge engineered versions of the Kadett C remained in production as late as the mid 1990s under other GM brand names. The body of the Kadett C was seen as being less lumpy and better proportioned than that of the Kadett B. In terms of overall dimensions, however, the two were actually very similar. Most customers opted for the “Limousine” bodied saloon/sedan car which came with two doors. A four-door “Limousine” was produced mostly for export to markets where cars of this size with only two doors encountered customer resistance. In West Germany itself, however, the small family car market continued to be dominated and defined by Volkswagen for whom two doors in a small family car was still quite sufficient: the four door Kadett C is remembered in Germany as an “export special”. The Limousine body accounted for just under 63% of the Opel Kadett Cs produced. A further 11% were three door estate-bodied cars badged, following Opel tradition, as the Kadett Caravan, with the two-door coupés accounting for slightly under 10%.Publicity of the time, possibly originating with Mercedes-Benz, indicated that in order to minimize the risk of fire in the event of collision, the safest position for a car’s fuel tank was above the rear axle between the passenger cabin and the boot/trunk, and this is where the Kadett C “Limousine” and “Coupé” had their fuel tanks fitted, accessible for replenishment via the (unexpectedly, hinged,) extractor vent on the car’s right-side C-pillar. On the “Caravan” bodied estate car the fuel tank was a flatter shape, and was positioned under the rear cargo area. At the end of May 1975 the “Kadett City” was added to the range. This was a three door hatchback intended to compete on price (though not on space efficiency) with the Ford Fiesta, launched in Germany in the same month. The concept had first originated on the Kadett C’s Vauxhall sister car the Chevette which was launched first. The unique panelwork for the Kadett City was in fact produced at Vauxhall’s Ellesmere Port plant and exported to Bochum for assembly into finished bodyshells. The Kadett City sat on the same wheelbase as the other Kadett Cs, but the rear overhang was shortened. The fuel tank was positioned under the floor of the luggage compartment at the back, as on the Caravan bodied cars, but the fuel tank on the “Kadett City” had a capacity of only 37 litres as against 43 litres for the slightly longer “Kadett Caravan”. Both models featured rear seats that could be folded forward to give a long and relatively unimpeded load area. 263,090 “Kadett City” bodied cars were produced, representing more than 15% of the Kadett Cs produced by Opel, Germany. German production ceased in 1979 when the car was replaced by an all-new front wheel drive model.

There were two distinct generations of Manta, the car that Opel conceived to compete against the Ford Capri. The second, the Manta B, in Opel speak lasted far longer than the first. It was launched in August 1975. This two-door “three-box” car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more “sporty” styling, including a droop-snoot nose not seen on the Ascona, which was similar to the UK equivalent, the Cavalier Mk1. Engines were available ranging from the small 1.2-litre OHV engine, the 1.6-litre CIH and the 1.9-litre CIH. Also in 1976 the GT/E engine from the Manta A series was adapted into the Manta B programme spawning the GT/E Manta B series. In 1979 the GT/E had the engine replaced with the new 2.0 litre CIH and with a new designed Bosch L injection system. Power output was now 108 hp. The 1.9-litre engine gave way to the 2.0 litre S engine which was aspirated by a Varajet II carburettor. This engine was the most used engine by Opel at the time, and was to be found in several Opel Rekord cars. In 1978, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant. Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille. Also the 1.2-, 1.6- and 1.9-litre engines were discontinued and replaced by the 1.3-litre OHC engine, the 1.8-litre OHC and the 2.0-litre S and E CIH engines (although the 75 PS 1.9N continued to be available in a few markets). The GT/E was renamed and was called the GSi from 1983 (except in the UK where the GT/E name continued). Production of the Manta continued well after the equivalent Ascona and Cavalier were replaced by a front-wheel-drive model “Ascona C”. The Vauxhall Cavalier Mk1 Sportshatch and Coupe did not continue past 1981, and there were no coupe versions the MK2 Cavalier range. In 1982 the 1.8-litre Opel Family II engine from the Ascona C was fitted in the Manta B (replacing the CIH unit) making a more economical Manta B to drive. It could run 14 km per litre and use unleaded fuel. The 1.8 was very popular and was in production for 5 years (1982–1987). The 2.0S models where discontinued in 1984 and only the GSi was available with the “large” engine (GT/E in the UK). In 1986 Opel released the last Manta B model the Exclusive (1987 in the UK), giving it all of the best in equipment. Recaro seats with red cloth, grey leather like interior and the full bodypack known from the i200 models. This consisted of twin round headlights in a plastic cover, front spoiler and rear lower spoiler from Irmscher, sideskirts and the known 3 split rear spoiler of the Manta 400 (producing 80 kg (176 lb) of weight on the rear at 200 km/h). In the UK, the Exclusive GT/E models were available in colours such as Dolphin Grey with matching dark grey cloth seats with red piping. These also had the quad headlights, front spoiler but a rear bumper which housed the number plate, coupled with a black plastic strip between the rear light clusters. The rear spoiler was similar to the standard GT/E. Opel finally ceased the production of the Manta B in 1988, only producing the GSi version after 1986 (it was sold as the GT/E in the UK). Its successor, the Calibra – sold as a Vauxhall in Britain, and as an Opel everywhere else – was launched in 1989. The two cars seen here were late model GT/E cars.

PACKARD

Oldest of the American cars on the “Classic American” stand was this 1938 Packard 128. It is believed that this car was assembled in Australia where it underwent a full restoration before arriving in the UK.

PANTHER

Styled to evoke the Jaguar SS100 and sold from 1972 through 1981, it used mechanicals from the Jaguar XJ, including its 5.3 L V12 engine. It was also offered with Jaguar’s 3.8 L and 4.2 L XK engines. The J.72 was a success for the small company, with its Connolly coachwork beating Rolls-Royce at the 1973 London Motor Show. The car was purchased by a number of celebrities. A total of 368 were produced.

The De Ville is a neo-classic luxury vehicle which was produced by Panther Westwinds, from 1974 to 1985. The De Ville was conceived by Robert Jankel to appeal to the taste of nouveau riche customers, including singer Elton John and actor Oliver Reed. With a wheelbase of 142 inches (3,600 mm), the tubular-framed De Ville used a straight-six engine or a V12 engine from Jaguar Cars. The flowing wing lines and big headlights of the De Ville were styled to imitate the Bugatti Royale. The cockpit of the De Ville was modern, without the exterior’s pretense of pre-war styling. The Panther De Ville was equipped with Jaguar suspension, power steering and automatic transmission, so it was an easy car to drive and quite quick, although poor aerodynamics tended to keep the top speed low. Interiors were lavish and often featured TV sets and drinks bars. The doors of the De Ville were from the BMC 1800 family car. About 60 De Villes were hand-built, including eleven two-door convertibles (for many years Britain’s most expensive listed production car), and one pink and gold six-door limousine.

The Panther Kallista replaced the Panther Lima as Panther’s volume model for the 1980s. Unlike the Vauxhall-based Lima, the Kallista used Ford mechanicals, including a range of engines from 1.6 L straight-4 to 2.9 L Cologne V6. Like its predecessor, it featured styling resembling earlier Allard and Morgan cars. The later SsangYong-built models of the 1990s used a 2.0 L engine. The Kallista used an aluminium body over a purpose-built steel chassis. Performance was good, with a sprint to 60 mph (96.6 km/h) taking under 8 seconds. The Kallista was produced from 1982 through 1990 until SsangYong Motor Company released a badge engineered version in 1992 called the SsangYong Kallista. Only 78 of the SsangYong models were ever built.

PEEL

The Peel P50 is a three-wheeled microcar originally made from 1962 to 1965 by the Peel Engineering Company on the Isle of Man. It was listed in the 2010 Guinness World Records as the smallest production car ever made The original model has no reverse gear, but a handle at the rear allows the very lightweight car to be manoeuvred physically when required. Designed as a city car, it was advertised in the 1960s as capable of seating “one adult and a shopping bag”. The vehicle’s only door was on its left side and equipment included a single windscreen wiper and one headlight. Standard colours were Daytona White, Dragon Red, and Dark Blue. The 1963 model retailed for £199 when new (about £6,600 in 2019, or US$8,500). The company produced 50 P50s and only 27 are known to still exist, one of which was sold for a record US$176,000 at a Sotheby’s auction in March 2016. In 2010 Peel Engineering Ltd. in England started remaking the P50 and Trident models from its premises in Sutton-in-Ashfield, England. Externally this car is very similar to the original, bearing the same dimensions and curb weight as the original, but with mechanical differences in the suspension, steering, and drive-train, as well as a fully functioning reverse gear, ensuring they are road legal on today’s roads. Petrol models with a 49 cc, four-stroke engine are being produced, as well as electric models with an electric moped motor and gelled-electrolyte batteries. The top speed of both cars is about 28 mph (45 km/h).

The Peel Trident is the second three-wheeled microcar made by the Peel Engineering Company on the Isle of Man. An all-new design from its one-seat counterpart the Peel P50, the Trident has two seats. The Trident was launched at the 1964 British Motorcycle Show held at Earls Court. The seat, stated as being 31 in (79 cm) wide, was intended to provide for use as an occasional two-seater. A completely new design from the earlier side-engined Peel P50 microcar, the Trident was manufactured in 1965 and 1966. In 2011, Peel Engineering Ltd. started re-manufacturing the Peel Trident once again in Sutton-in-Ashfield, near Nottingham, England. All vehicles are hand-built to order in petrol and electric form. The glass-fibre shell was a monocoque with coil-sprung, undamped wheels. It featured a clear bubble top and either two seats or one seat with a detachable shopping basket. The Lakeland Motor Museum observes that the Trident’s bubble top constituted grounds for its sobriquet “The Terrestrial Flying Saucer.” Like its predecessor, it was marketed as a “shopping car” or a “Saloon Scooter”. The car is 73 in (185 cm) long and 39 in (99 cm) wide, with a weight of 330 lb (150 kg). Like the P50, it uses a 49 cc DKW engine which generates 4.2 hp, and a top speed of 28 mph (45 km/h). It was advertised that the Trident got 100 mpg , “almost cheaper than walking”. The original retail price was £190. All engines supplied to Peel from Zweirad Union (for both the P50 and Trident) were of the 49 cc 3-speed 4.2 hp 804–1600 type. Uniquely, however, the Peel engines had the 8th digit as a 4, thus being of the form 80416004***. This car is one of the smallest in the world. The vehicle is included in Time magazine’s list of the 50 Worst Cars Ever.

PEERLESS

The prototype of this British-built sports saloon which was alloy bodied and initially named Warwick, was designed by Bernie Rodger for company founders John Gordon and James Byrnes. The car had been renamed the Peerless GT by the time series production started in 1957. It featured Triumph TR3 running gear in a tubular space frame with de Dion tube rear suspension clothed in attractive fibreglass 4-seater bodywork. While the car had good performance it was expensive to produce and the overall fit and finish was not as good as that of similarly priced models from mainstream manufacturers. The Phase II version had an improved body largely moulded in one piece. A works car was entered in the 1958 24 Hours of Le Mans finishing 16th. Production ceased in 1960 after about 325 examples had been produced. Bernie Rodger restarted production of the car as the Warwick a much improved version of the original Peerless GT car but with minor changes to the appearance such as a one-piece forward hinged front end, a stiffer space-frame chassis and a revised dashboard. Although it was produced from 1960–1962, only about 40 cars are thought to have been built. Two prototypes of a successor car, the 3.5 Litre or 305GT, were made in 1961 and featured the light alloy Buick V8 engine that was later taken up by Rover. John Gordon, together with Jim Keeble (who had previously inserted a Buick V-8 engine into a Peerless), subsequently used the Peerless space-frame as the basis for a Chevrolet-powered car with Giugiaro-designed, Bertone-built bodywork, initially shown in 1960 as the Gordon GT, and which eventually reached production in 1964 as the Gordon-Keeble.

PEUGEOT

The Peugeot 201 is a car produced between 1929 and 1937. The car was manufactured at the company’s Sochaux plant near the Swiss frontier. Athough Peugeot had produced a petrol-powered motor vehicle as early as 1886, the Peugeot 201 may reasonably be seen as the company’s first mass-produced model. In the early twentieth century, car manufacturers paid little attention to the naming of their vehicles. The 201’s predecessor, the Type 190, is so named because it was the 190th distinct design developed by Peugeot. However, at the time few customers would have been aware of the name “Type 190”. Even in the company’s own brochures, the car now known as the Type 190 was simply called “La 5CV Peugeot” (The Peugeot 5 hp). For Peugeot, a new naming scheme was introduced when the Type 190 was replaced by Peugeot 201. The 201 was the first Peugeot to carry a name comprising three numerals with a central zero, a naming scheme continued with the 301 and 401. Peugeot took effective steps to protect all such automobile names, to the discomfiture of Porsche in the 1960s as they prepared to launch their new 901 model. Curiously, the name of the Ferrari 308 was not a problem.
The Peugeot 201 was presented at the 1929 Paris Motor Show with the backdrop of the Wall Street Crash. While many European manufacturers did not survive the ensuing depression, the 201’s image as an inexpensive car helped Peugeot to survive the economic crisis with its finances intact and its status as a major auto producer confirmed. During the 1930s Peugeot offered several variants of the 201, with increasing engine capacity. Initially, it was powered by a 1122 cc engine developing 23 bhp at 3500 rpm (top speed: 80 km/h / 50 mph). This was followed by an engine of 1307 cc, and finally a 1465 cc unit of 35 bhp. The Peugeot 201C, launched in 1931, is claimed to be the first mass-produced car equipped with independent front suspension, a concept rapidly adopted by the competition. The simpler beam front axle version remained available, but the independent suspension system reportedly improved road holding and reduced steering column vibration. Between 1931 and 1933 the company produced 1,676 commercial versions of the 201, aimed at small shopkeepers and other businessmen. A wide range of body types was produced including a flatbed truck, a “bakers’ van” and light vans with and without side windows behind the B-pillar.

The Peugeot 301 is a four-cylinder large family car produced between 1932 and 1936. The original 301 can be seen either as a belated replacement for the Type 177, which had not been on sale since 1928, or as a return by Peugeot to that market segment after having left it for four years. It was replaced in 1936 by the Peugeot 302. The 301C saloon produced in 1932 and 1933 featured a six-light (three windows on each side with a rear quarter window) four-door boxy body, with space at the back for a separate boot. Slightly longer-bodied versions without the separate luggage box were also available. The 301 CR introduced to the Sochaux lines after the summer break of 1933 was less angular, and the word “aérodynamique” featured prominently in Peugeot’s publicity for the restyled car.[1] Another, bolder change to the look of the saloon came with the introduction of the 301D in 1934. The 301D was no longer a six-light saloon, and it featured a longer sloping tail which suggested the streamlining of the Peugeot 402 and 302 which would appear during the following two years. A variety of four-door 301s constructed on the same 2,720 mm (107.1 in) chassis were produced, although a longer 2,940 mm (115.7 in) wheelbase was also available for use, among other applications, as a taxicab with a middle set of seats that could be folded away (“strapontins”). There were also various 2-door versions which could be bodied as coupés or cabriolets. A commercial version, the 301T, had a tall van body replacing the usual passenger cabin section directly behind the B pillar. Despite the changes in body design over the lifetime of the Peugeot 301, the configuration of the engine remained the same: a four-cylinder water-cooled unit of 1465 cc. A maximum output of 35 bhp at 4000 rpm was stated for the 301D, with passenger car maximum speeds of between 80 km/h (50 mph) and 100 km/h (62 mph) according to body type. For the much taller 301 van the maximum speed did not exceed 70 km/h (44 mph). An electric starter motor was included, although, as was normal at the time, provision for manual cranking remained. The 301 was based on the underpinnings of the commercially more successful Peugeot 201, originally introduced in 1929. The rear wheels were driven via a three-speed manual transmission. There was no synchromesh. The drum brakes were cable operated. The lights, controlled from a knob in the middle of the steering column, operated on a twelve-volt electrical system. The 301 was fitted with independent front suspension: it was one of the first volume produced cars to be thus equipped from launch, and benefitted from exceptionally good road holding as well as greatly reduced vibration from the steering column by the standards of the time. Leaf springs at the rear were in line with contemporary practice. The 301 competed in the 8 hp class in terms of fiscal horsepower, and sold approximately 70,000 units during its four-year model run.

Production of the 202 started in January 1938, and the car was formally launched on 2 March 1938 with a dinner and presentation for the specialist press in the fashionable Bois de Boulogne district of Paris. The previous autumn, at the 1937 Paris Motor Show, Peugeot had staged a massive “referendum” among visitors to the show stand to find out what customers expected from the new small car then under development. It is not clear whether there would still have been time to incorporate any of the suggestions of the public in the car as launched, but the participative nature of the exercise certainly generated positive pre-launch publicity for the 202. The steel bodied 202 was instantly recognisable as a Peugeot from the way that the headlights were set, as on the older 302, close together, in a protected location behind the front grille. Most customers chose the four-door berline version which by 1948 came with a steel-panel sliding sun roof included in the price. However the boot/trunk was small and could be accessed only from within the car, there being no outside boot lid. The two-seater two-door cabriolet “décapotable” did have a separate boot lid but cost approximately 30% more than the berline. Priced very closely to the berline was a structurally similar four-door four-seater “berline découvrable”, which featured a full fold away hood: this type of body would become difficult to provide using the monocoque body structure then becoming mainstream and which would be a feature of the Peugeot 203. Both the Peugeot 202 and the Peugeot 203 had frontal suicide doors. Between 1947 and 1949 the manufacturer produced 3,015 timber bodied “hatch” (hatchback) conversions: this model cost 55% more than the berline, and anticipated future Peugeot policy by using a slightly longer chassis than that used on other 202 versions. The extensive use of timber took the company back to a technology that it had abandoned in 1931 when production of the Type 190 ended, and according to the manufacturer was above all a response to shortage of sheet steel in post-war France. There were only two models offered in France in this class offering so wide a range of body types; the other was the still popular but soon to be replaced Simca 8. The 202 was powered by a 1133 cc water-cooled engine giving a maximum of 30 PS at 4000 rpm and a top speed of approximately 100 km/h (62 mph). Fuel-feed came via overhead valves, at a time when the most obvious competitor, the recently introduced Renault Juvaquatre, was still powered by a side-valve power unit. Power was transferred to the rear wheels by means of a three-speed manual transmission featuring synchromesh on the top two ratios. Back in 1931 the 202’s predecessor, the Peugeot 201, had been the first mass market volume model to feature independent front suspension. Independent front suspension, widely held to improve both the road holding and the ride of the car, was again incorporated on the new 202, meaning that this was a feature across the entire Peugeot range: the same claim could not be made for the range on offer from rival Renault. As on the contemporary Citroën Traction, relatively elaborate “Pilote” style wheels, featuring alternating holes and structural metal support sections round the outside of the inner hub, were replaced by simpler (and cheaper to produce) pressed disc wheels when, following a heroic reconstruction effort at the Sochaux plant, production could be resumed in 1946 following the war. Small improvements continued to be implemented almost until the point where production ended. Hydraulic brakes were a new feature for 1946. Shortly after this the dashboard was redesigned to incorporate a (very small) glove box. For 1948 the wheels were embellished with chrome plated hub caps and the car received redesigned hydraulic shock absorbers (which turned out to be of the design recently finalised for the forthcoming new 203 model). A final fling, exhibited in October 1948 was the Peugeot 202 “Affaires”, a reduced specification version, with the heater removed and thinner tires fitted. The 202 Affaires also lost the sliding-steel-panel sunroof which by now had become a standard fitting on the regular 202 Berline. The list price was 320,000 Francs which represented a saving of more than 6% on the list price for the standard car. The bargain basement marketing may have helped clear accumulated component inventory, but the cabriolet version was nevertheless delisted shortly after the October 1948 Motor Show closed: by now commentators and potential customers were focused on the Peugeot 203, formally launched in 1948, by which time it had already been the subject of extensive pre-launch promotion and publicity by Peugeot for more than a year.

The Peugeot 203 was the first new design that Peugeot produced after WW2. The car was exhibited at the Paris Motor Show in 1947, but by then had already been under development for more than five years. Volume manufacturing was initially hampered by strikes and shortages of materials, but production got under way late in 1948, with buyers taking delivery of 203s from early 1949. During its twelve-year production run nearly 700,000 203s of all variants rolled off the assembly line in Sochaux, France. Between the demise of the 202 in 1949 and the launch of the 403 in 1955, the 203 was the only model produced by Peugeot. The majority of the 203s were saloon bodied, but Estate Coupe and Cabrio versions were offered as well.

The 504 celebrated its 50th anniversary last year and there were a number of special displays of the car during the year. Seen here was simply one of the very elegant Coupe models. The 504 was noted for its robust body structure, long suspension travel, and torque tube drive shaft – enclosed in a rigid tube attached at each end to the gearbox housing and differential casing, relieving drive train torque reactions. The 504 ultimately achieved widespread popularity in far-flung rough-terrain countries – including Brazil, Argentina, Australia, Ivory Coast, Ghana, Cameroon, Benin, Kenya and Nigeria. More than three million 504s were manufactured in its European production, with production continuing globally under various licensing arrangements – including 27,000 assembled in Kenya and 425,000 assembled in Nigeria, using knock-down kits – with production extending into 2006. Marketed as Peugeot’s flagship saloon car, the 504 made its public debut on 12 September 1968 at the Paris Salon. The press launch which had been scheduled for June 1968 was at the last minute deferred by three months, and production got off to a similarly delayed start because of the political and industrial disruption which exploded across France in May 1968. The 504 was a sunroof-equipped four-door saloon, introduced with a carbureted 1,796 cc four-cylinder petrol engine 79 bhp with optional fuel injection. A column-mounted four-speed manual transmission was standard; a three-speed ZF 3HP12 automatic available as an upgrade. The 504 was European Car of the Year in 1969, praised for its styling, quality, chassis, ride, visibility, strong engine and refinement. 1969 was also when the 504 reached the Australian market. The 504 Injection two-door coupé and two-door cabriolet were introduced at the Salon de Geneva in March 1969. The engine produced the same 79 bhp as in the fuel-injected saloon, but the final drive ratio was slightly revised to give a slightly higher road speed of 20.6 mph (33.2 km/h) at 1,000 rpm. The 504 received a new four-cylinder 1971 cc engine, rated at 96 bhp (carburated) and 104 bhp (fuel-injected), and a four-cylinder 2112 cc diesel engine rated at 65 bhp. The 1796 cc engine remained available. In September 1970 an estate (“Break”) was added, featuring a higher rear roof, lengthened wheel base, and solid rear axle with four coil springs. It was joined by the 7-seat “Familiale”, which had all its occupants facing forward in three rows of seats. In April 1973, because of the oil crisis Peugeot presented the 504 L. It featured a coil sprung live rear axle and a smaller 1796 cc engine rated at 79 bhp (81 bhp for Automatic). The different rear axle required somewhat more space; this required some alterations to the floor pan which meant marginally less boot space and rear headroom. At the 1974 October Motor Show Peugeot presented a more powerful engine for the 504 coupé and cabriolet, now fitted with a 2664 cc V6 unit developed in collaboration with Volvo and Renault. This was the same engine that would be used for the 604 berline, to be introduced at Geneva five months later, in March 1975. The engine incorporated various innovative features such as an aluminium cylinder block, and a fuel-feed system that employed carburettors of differing type, one (type 34 TBIA) featuring a single chamber controlled directly according to the movement of the accelerator pedal, and the second being a twin chamber carburetor (type 35 CEEI) designed to operate simultaneously with the first, using a pneumatic linkage. Maximum output for the 504 coupé and cabriolet fitted with this new V6 engine was given as 136 bhp, supporting a top speed of 186 km/h (116 mph). During 1975, the first full year of production, 2643 of these six-cylinder 504 coupés and cabriolet were produced, which was considered a respectable number, although dwarfed by the 236,733 four-cylinder 504 “berlines” (saloons/sedans) and “breaks” (estates/station wagons) produced by Peugeot in France in the same year. Following the launch of the six-cylinder cars, the four-cylinder versions of the coupé and cabriolet 504s were delisted: they returned to the showrooms in 1978 in response, it was reported, to customer demand. At the Paris Motor Show of October 1976 the option of an enlarged diesel engine was introduced. The stroke of 83 mm remained the same as that of the existing 2112 cc diesel motor, but for the larger engine the bore was increased to 94 mm, giving an overall 2304 cc along with an increase in claimed power output from 65 to 70 bhp. The 2112 cc diesel engine would also find its way into the Ford Granada since Ford did not at the time produce a sufficient volume of diesel sedans in this class to justify the development of their own diesel engine. Peugeot 504 production in Europe was pruned back in 1979 with the launch of the Peugeot 505, although the 504 Pickup was introduced as a replacement for the 404 Pickup for the 1980 model year. The last European-made example rolled off the production line in 1983, although the pick up version continued in production, and was available in Europe until 1993. More than three million 504 passenger cars were produced in Europe. The 505 shared most of the Peugeot 504 mechanical parts, similarly to the Peugeot 604 and Talbot Tagora. As of December 2015, 197 examples of the Peugeot 504 are still in use in Britain.

Peugeot launched their new “supermini”, the 205 in January 1983, just one day after Fiat had presented the Uno, one of the car’s principal rivals. It was an immediate hit, with smart styling and a range of engines which combined with sharp handling made it good to drive. Mindful of the success of the Golf GTi, in the class above, and how a small car with good handling could take more power, as the Mini Cooper had proved, Peugeot came up with the GTi in early 1984. The first models had a 1.6 litre XU5J engine, producing 105 PS, which was uprated in 1987 with a cylinder head with larger valves thus becoming XU5JA, which took the power output up to 115 bhp. Visually the car retained the good looks of the 3 door version of the regular models, but it featured plastic wheel arch extensions and trim, beefier front and rear bumper valances and judicious use of red badging and trim. The shell also underwent some minor changes, including larger wheel arches (to suit the larger wheels , and the suspension was redesigned and sat lower on the GTI with stiffer springs, different wishbones and a drop-linked anti-roll bar. Red was a dominant colour inside. The car was an instant hit. At the end of 1986, Peugeot followed up with a more potent model, the 1.9 GTi, whose XU9JA engine produced 128 PS. Internally the engine of this car and the 1.6 model are very similar, the main differences on 1.9 litre versions being the longer stroke, oil cooler, and some parts of the fuel injection system. The shorter stroke 1.6 litre engine is famed for being revvy and eager, while the 1.9 litre feels lazier and torquier. Outside the engine bay the main differences between the 1.6 GTi and the 1.9 GTi are half-leather seats on the 1.9 GTi vs. cloth seats and disc brakes all-round (1.9 GTi) vs. discs at the front and drum brakes at the back; as well as the 14-inch Speedline SL201 wheels on the 1.6 GTi vs. 15 inch Speedline SL299 alloys on the 1.9 GTi. The 205 is still often treated as a benchmark in group car tests of the newest GTI models or equivalent. Peugeot itself has never truly recreated this success in future GTI models, although they came very close with the highly regarded GTI-6 variant of the Peugeot 306. Seen here was the 205 GT.

Peugeot presented the 505 on 16 May 1979, as the eventual replacement for the 504 with which it shared many of its underpinnings. The styling, a collaboration between Pininfarina and Peugeot’s internal styling department, is very similar to that of its smaller brother the 305. The original interior was designed by Paul Bracq, generally more well known for his work for Mercedes-Benz and BMW. Initially sold only as a saloon, with the estate model not appearing until the 1982 Geneva Show, the car was available with the 2 litre carburettor engines from the 504, the 2 litre injected Douvrin unts seen in the rival Renault R20 and Peugeot’s 2.1 and 2.3 diesels. The 505 was praised by contemporary journalists for its ride and handling, especially on rough and unmade roads; perhaps one reason for its popularity in less developed countries. The car changed little for several years, with the sporting GTi, which arrived in 1986 being the first significant move upmarket, a direction which continued when the Douvrin V6 unit was put under the bonnet, to create a replacement for the slow-selling 604. The range was given a facelift, including an all new interior, in 1986, but European Peugeot 505 production began to wind down following the launch of the smaller Peugeot 405 at the end of 1987. Saloon production came to a halt in 1989, when Peugeot launched its new flagship 605 saloon, while the estate remained in production until 1992. There was already a 405 estate by this stage, but plans for a 605 estate never materialised. In some countries such as France and Germany, the 505 estate was used as an ambulance, a funeral car, police car, military vehicle and as a road maintenance vehicle. There were prototypes of 505 coupés and 505 trucks, and in France many people have modified 505s into pickup trucks themselves. 1.3 million examples were built, but few remain in Europe.

Representing the popular and accomplished 405 range was this T16 model. It was introduced in April 1993, as a homologation special, with a 2.0 litre 16 valve turbocharged XU10J4TE engine with water cooled chargecooler, constant four wheel drive with 53/47% power distribution and self regulating hydraulic rear axle. The T16 produced 200 hp at 1.1 bar (16 psi) (normal boost) or 220 hp at 1.3 bar (19 psi) (overboost) which lasts for 45 seconds. 1,061 examples were built, 60 of them for the French Police. It was never built in a right hand drive model.

Well regarded from new, any 306 is quite a rare sighting now, and the Rallye is possibly the most desirable of them all. The Rallye was seen in 1998 and was a UK-only model, with 500 produced. It used the mechanicals from the GTI-6, but with less standard equipment (manual windows and mirrors, no air-con, Rallye-specific cloth instead of leather and alcantara, front spot lights removed), making it 65 kg (143 lb) lighter than the GTI-6. Sold at a discounted price of £15,995 (over £2000 less than a GTI-6), it only came in four colours – black, Cherry Red and Bianca White and one only in Dragoon Blue – and there were only 501 produced. The only drawback is the insurance costs as the Rallye is in group 16. As the production of the Rallye straddled the Phase 2 and 3 models, some Rallyes had superficial Phase 3 features such as the flush glass tailgate and slightly different bonnet, but remained fundamentally a Phase 2 model in such characteristics as the fuse box and electrical layout. The UK Rallye is different from the 2001 Australian market N5 Rallye, which was based on the 5-door XT model.

PIPER

Piper Cars was a United Kingdom manufacturer of specialist sports cars (an associate company of a camshaft and engine tuning parts manufacturer of the same name). The company was initially based in Hayes, then in Kent, with production taking place from 1968 at Wokingham, Berkshire and from 1973 at South Willingham, Lincolnshire. The first Piper GT road model to a design by Tony Hilder, was introduced at the January 1967 Racing Car Show and immediately afterwards entered production as a body/chassis unit for home completion. The front engine rear drive tubular steel chassis using Triumph Herald front suspension and Ford rear axle components could accommodate a variety of engines. Problems with the first few produced caused further production to be delayed until the following year when a substantially better developed version was introduced and became known as the GTT. At the same time, a mid-engined Group 6 racing car, the GTR, was being developed but only a handful were produced before this was abandoned following the death of company owner Brian Sherwood in late 1969. The GTR was only 30 inches high, and had a drag co-efficient of only 0.28. Designer Hilder achieved this by moving all the mechanical parts, such as the water and oil radiators to the rear of the car. The car was entered for the 1969 Le Mans 24 Hours Race, but overheating problems and the failure of driver John Burton to record a qualifying time meant that the car did not start the race. Two employees, Bill Atkinson and Tony Waller, took over the company renaming it Embrook Engineering, ceased all racing activity and focused on improving the road cars. In 1971 this led to a further revision known as the Piper P2 with many improvements to chassis, body and interior design. This model continued in production until the mid-1970s. Estimates of total Piper production vary from around 80 (Piper Sports and Racing Car Club) to somewhere over 100.

PLYMOUTH

This is a 1957 Plymouth Belvedere. The Belvedere name was first used for a new hardtop body style in the Plymouth Cranbrook line for the 1951 model year. In 1954 the Belvedere replaced the Cranbrook as the top trim and became a full model line with sedans, station wagons and convertible body styles. The Belvedere continued as Plymouth’s full-sized car until 1965, when it became an intermediate, and was replaced after the 1970 model year by the Satellite, a name originally used for the top-trim level Belvederes. The 1957 model year had high sales for the Chrysler Corporation, and for the Plymouth line. Plymouth’s design was so revolutionary that Chrysler used the slogan “Suddenly, it’s 1960!” to promote the new car. Standard on all body styles except the convertible was the “Powerflow 6” L-head engine. The convertible was only V8 powered and V8s were available in other Belvederes with an optional “Fury” 301 cu in (4.9 L) version as well as a “High-Performance PowerPAC” at extra cost. A manual transmission was standard with the push-button two-speed PowerFlite optional and the push-button three-speed TorqueFlite automatic also optional on V8 cars. The Belvedere would once again return as a top level trim for 1958 for the last time. Styling was a continuation from the 1957 models. A big block “B” engine of 350 in3 V8 with dual four-barrel carburettors dubbed “Golden Commando” was optional on all models. For 1959, the Fury became the top range with a full array of sedans and coupes, and the Belvedere became the middle range. The Savoy became the least expensive model, and the Plaza was discontinued. The convertible was only available in the Belvedere model between 1956 and 1958. The 1957-58 Belvedere two-door hardtop gained notoriety from the movie Christine (1983) based on the novel by Stephen King. In the opening scene, which the titles set as “Detroit, 1957”, Christine appears near the end of the assembly line as a lone bright red car in a long line of Buckskin Beige Furys being built for the new model year (1958). (In the novel it is revealed that her first owner, Roland Lebay had ordered her with custom paint, as the standard 1958 Fury came only in beige.) For the movie Christine is painted “toreador red” with an “iceberg white” top.

POLICE CARS

There were a couple of separate displays of historic police cars. First one I came across had three British cars on it. Of course, most police forces tended to “buy British” until relatively recently, both for their high-speed patrol cars as well as the “panda cars” that were used for local running around and urban work, It was three of the latter type that were to be seen here: an Austin 1100, a Morris Marina and a more recent Austin Maestro.

The other display had cars used for motorway and high-speed work, As well as a Jaguar Mark 2, beloved of the forces as a necessity to catch miscreants in the same car, often stolen, in the 1960s, there were also a couple of Volvos. The Volvo 221 was the first non-British car to see UK police service, in the mid 60s. Also here was a later 240 saloon.

PORSCHE

2018 has seen the 70th anniversary of the founding of Porsche, and there have been special events and impressive displays all over the world. No way was this event going to miss out, and so Porsche Club GB had something very impressive across the back of their expansive stand: a line-up of some of the notable models from that 70 year history, with all the cars painted in a special Liquid Silver paint finish, that had previously only been seen on the 918 Spyder. Twenty special edition cars were created, including 10 examples of the first generation Boxster. All the cars feature a bespoke interior and a “70 years of Porsche” commemorative plaque. The restorations used genuine Porsche Classic parts as well as accessories from the Porsche Classic range including navigation and vehicle tracking sensors. They will be sold later in the year. The cars seen here comprised the G Series 911, the front engined quartet of 924 Turbo, 944, 968 and 928, as well as 964 and 993 generation 911 cars.

An equally impressive display was a collection of restored 986 generation Boxster S cars. These were from the “Restoracing Championship” that consisted of three rounds and six races at the Silverstone and Brands Hatch race circuits. Each Porsche centre was challenged to restore one of these Boxster S cars to a race specification and be finished in a livery inspired by Porsche’s racing history. these ranged from the Le Mans-winning “Salzburg” livery to the famous “Pink Pig”. The cars were driven by a member of staff with no previous racing expereince. The 2018 championship was won by Porsche Centre Bolton. There are plans to repeat Restoracing in 2019.

There were several other impressive cars on show, with racing pedigree. This is the “Project 70” race car. It is based on a short wheelbase 1965 911 fitted with a 2.0 litre engine, and was prepared by the four Porsche Classic partners in conjunction with Road & Race Restorations, a Porsche Recommended Repairer. During 2018 the car was raced by legendary drivers including Richard Attwood, Derek Bell and Anthony Reid and appeared at events such as Silverstone Classic, Le Mans Classic and the Nurburgring Oldtimer Grand Prix.

Officially we should call this car the GTS, as Porsche had the same naming conflict with Peugeot over this as they did with the 911 (which they had originally planned to call 901, of course), but the reality is that everyone knows this elegant machine as the 904GTS. Although on the rare occasions that you see one, it tends to look like a road car, the 904GTS owes its existence to the race track. After having withdrawn from Formula One at the end of the 1962 season, Porsche focused again on sportscar racing. The 904 debuted late in 1963, for the 1964 racing season, as a successor to the 718, which had been introduced in 1957. Porsche designed the GTS variant to compete in the FIA-GT class at various international racing events. The street-legal version, as seen here, debuted in 1964 in order to comply with Group 3 Appendix J homologation regulations requiring a certain number of road-going variants be sold by the factory. Porsche produced 106 904s at four or five a day with a list price of US$7245. Orders far exceeded the one hundred car requirement to satisfy homologation rules and more cars could readily have been sold. The 904’s mid-engine layout was inherited from the 718 RSK. It was powered by the 1,966 cc Type 587/3,] four-cam flat four-cylinder engine producing 198 hp, “probably the most complex four-cylinder” ever. It drove a five-speed transmission. Begun as the Type 547, its development began in 1953, when the previous VW-based 1,100 cc flat-four, used in the contemporary 356 hit the limit of its potential. Porsche realised it needed something all-new. The brainchild of Dr. Ernst Fuhrmann, later Technical Director, it was hoped to achieve an “unheard of” 70 hp per litre, relying on hemispherical combustion chambers and two-choke Weber carburettors to generate 112 hp from the 1,500 cc four-cam engine. The 1.5 litre weighed 310 lb dry, eventually producing 180 hp. A complex design that proved “very taxing” to build and assemble, but very durable, it was used in 34 different models, including 550 Spyders, 356 Carreras, and F2/1s. The 904 was the first Porsche to use a ladder chassis and fibreglass body, appearing more like specialist racing cars than the modified sports cars typical at the time, and was painted white. The fibreglass body was bonded to its steel chassis for extra rigidity, and achieved a drag coefficient of 0.34. While many German race cars had used unpainted aluminium bodies since the famous 1934 Silver Arrows, most 904s were painted silver, the modern German national racing colour. Unusually for Porsche, the two-seater bodies were provided by contractors, which would later become standard practice among race car builders. The 904’s fibreglass body was made by spraying chopped fibreglass into a mould, the amount sprayed often varied in thickness over the shape of the car and as a result the weight of the various cars was somewhat inconsistent; some were heavier than others. Race-prepared four-cylinder 904s weighed in at approximately 1,443 pounds (655 kg) and the low weight gave the 904 the ability to accelerate to 60 mph from a standstill in less than six seconds (using the standard rear gear, which would be typical at Sebring) and to reach a top speed of 160 mph. Frontal area was only 14 sq ft. The Porsche 904 rode on coil springs (the first Porsche not to use trailing arm front and swing-axle rear suspension. To satisfy demand, twenty 1965 models were produced, some featuring a variant of the 911’s flat six,. These were known as the 904/6. Porsche also built a few factory race cars with a flat eight-cylinder power plant derived from the 1962 804 F1 car, the 225 hp 1,962 cc Type 771, but these had a “disturbing habit” of making their flywheels explode. These cars were known as the 904/8. A number of modern replica versions have been produced.

With less than 60 of them ever built, your chances of seeing a 917 on the road, let alone actually driving one are next to nil. Enter Icon Engineering. The British outfit has spent the past few years developing exacting replicas of the 917 starting with nothing but an original 917 shell acquired by co-founder Dave Eaton, and the attention to detail that has gone into the car is simply breathtaking. It’s so good that organizers of the Goodwood Festival of Speed used one of the company’s replicas for 2018’s Central Feature sculpture. Icon Engineering’s 917 replica is being developed for road use and so is now ready to start accepting orders and will build the cars at a rate of no more than five per year. It means the wait time on one might stretch out a while, especially if demand picks up. There’s a good chance of that happening considering the asking price. Icon Engineering’s 917 replica starts at a very reasonable £200,000 (approximately $241,200) for cars equipped with air-cooled 3.6-litre flat-6 engines originally designed for the 964-generation Porsche 911. Buyers with deeper pockets can opt for a water-cooled engine from a later 911, as well as turbocharged units. The standard transmission is a Porsche 5-speed transaxle. The company has also previously said that the engine bay is big enough to fit the flat-12 engines used in some of the original 917s, so theoretically it could fit most engines. Icon Engineering is even investigating the potential of a battery-electric powertrain to help future proof the car. Each car features a steel tubular structure with a fibreglass body shell. Should demand be sufficient, Icon Engineering is prepared to develop a carbon fibre body. Just imagine that in unpainted form. According to the company, the design is 95 percent true to the original. The main changes were to make the car street-legal, such as developing front crash structures, as well as an interior with all the necessary gauges and warning lights. The company also used steel for the structure instead of aluminium like the original, but an aluminum setup can be installed should the buyer desire. As mentioned above, you’d be lucky to find an original Porsche 917 for sale, and if you did it would cost millions. Icon Engineering’s replica is an interesting, reasonably priced alternative, especially for anyone with a longing for nostalgia or perhaps jaded by modern supercars.

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.

There were plenty more examples of the evergreen 911, of course.

There were a number of the front engined cars here, too, starting with the 924, in standard and Turbo guises, as well as one of the rare Carrera GT cars. The 924 was originally another joint project of Volkswagen and Porsche created by the Vertriebsgesellschaft (VG), the joint sales and marketing company funded by Porsche and VW to market and sell sports cars, For Volkswagen, it was intended to be that company’s flagship coupé sports car and was dubbed “Project 425” during its development. For Porsche, it was to be its entry-level sports car replacing the 914. At the time, Volkswagen lacked a significant internal research and design division for developing sports cars; further, Porsche had been doing the bulk of the company’s development work anyway, per a deal that went back to the 1940s. In keeping with this history, Porsche was contracted to develop a new sporting vehicle with the caveat that this vehicle must work with an existing VW/Audi inline-four engine. Porsche chose a rear-wheel drive layout and a rear-mounted transaxle for the design to help provide 48/52 front/rear weight distribution; this slight rear weight bias aided both traction and brake balance. The 1973 oil crisis, a series of automobile-related regulatory changes enacted during the 1970s and a change of directors at Volkswagen made the case for a Volkswagen sports car less striking and the 425 project was put on hold. After serious deliberation at VW, the project was scrapped entirely after a decision was made to move forward with the cheaper, more practical, Golf-based Scirocco model instead. Porsche, which needed a model to replace the 914, made a deal with Volkswagen leadership to buy the design back. The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, Volkswagen becoming the subcontractor. Hence, Volkswagen employees would do the actual production line work (supervised by Porsche’s own production specialists) and that Porsche would own the design. It became one of Porsche’s best-selling models, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance. The original design used an Audi-sourced four-speed manual transmission from a front wheel drive car but now placed and used as a rear transaxle. It was mated to VW’s EA831 2.0 litre 4 cylinder engine, subsequently used in the Audi 100 and the Volkswagen LT van (common belief is that ‘the engine originated in the LT van’, but it first appeared in the Audi car and in 924 form has a Porsche-designed cylinder head). The 924 engine used Bosch K-Jetronic fuel injection, producing 125 bhp in European cars, but a rather paltry 95 bhp for the US market models, though this was improved to 110 hp in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model, later this was replaced by a five-speed dog-leg unit. An Audi three-speed automatic was offered starting with the 1977.5 model. In 1980 the five-speed transmission was changed to a conventional H-pattern, with reverse now on the right beneath fifth gear. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed on non-turbo cars. Porsche soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924s and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 turbo as a 1978 model. Porsche started with the same Audi-sourced VW EA831 2.0 litre engine, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a KKK K-26 turbocharger for it. With 10 psi boost, output increased to 170 hp. The 924 turbo’s engine assembly weighed about 65 lb more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear. In order to help make the car more functional, as well as to distinguish it from the naturally aspirated version, Porsche added an NACA duct in the bonnet and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with five-stud hubs and a five-speed transmission. Forged 16-inch flat wheels of the style used on the 928 were optional, but fitment specification was that of the 911 which the 924 shared wheel offsets with. Internally, Porsche called it the “931” (left hand drive) and “932” (right hand drive). The turbocharged VW EA831 engine allowed the 924’s performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.This was in part due to the fact that the general public did not know how to operate, or care for, what is by today’s standards a primitive turbo setup. A turbocharger cooled only by engine oil led to short component life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 turbo series 2 (although badging still read “924 turbo”) in 1979. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 hp. In 1984, VW decided to stop manufacturing the engine blocks used in the 2.0 litre 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944’s 163 bhp 2.5 litre straight four, upgrading the suspension but retaining the 924’s early interior. The result was 1986’s 150 bhp 924S. In 1988, the 924S’ final year of production, power increased to 160 bhp matching that of the previous year’s Le Mans spec cars and the base model 944, itself detuned by 3 bhp. This was achieved using different pistons which raised the S’ compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91 RON to 95. This made the 924S slightly faster than the base 944 due to its lighter weight and more aerodynamic body. With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.

There were also several examples of the car’s sort of successor, sort of stablemate, 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.

A reminder that Porsche also produced a series of Tractors in the 1960s came from this beautifully presented machine.

In the Silverstone Auction I came across the unusual sight of 3 “Flat Nose” cars parked up together – not something you are likely to see very often.

RAILTON

RALLY CARS

Lining the corridor that connects Hall 5 to Hall 8 were a collection of historic rally cars, with the display quite varied from models used in the 60s when the cars looked very like the everyday road car, to the more bespoke designs optimised for rallying that were de rigeur in the 80s. These cars ranged from a Saab 96 and Renault R8 Gordini, through a Ford Escort Mark 2 and the rarer Fiat Ritmo to the full-on Metro 6R4.

There were also a number of other historic rally cars on display on a stand in Hall 8. These were celebrating 50 years since the London – Sydney rally.

Marking 50 years since the London to Sydney Marathon, there were two of the Austin 1800s “LandCrabs” here. The Hillcrest Motors car hit a wooden bridge post in Turkey putting a hole in the gearbox that wasn’t noticed until the oil loss caused terminal crankshaft damage bringing the 1800 to a halt in India. The ex-Royal Navy car of Captain Hands Hamilton. Captain Tim Lees-Spalding and Commander Philip Stearns, another of the 6 examples of the Austin entered, as the only one to finish the event undamaged. It was in 31st place. The Navy had actually helped BMC develop some aspects of the competition cars, but when it came to supplying one for this event, there was not a spare one for the Royal Navy team to drive, at which point the British School of Motoring stepped in with sponsorship and a car, which is why this one was not finished in the red and white of the other cars. It’s also why it has survived. At the end of the rally, the Australian Government had waived import duty on the competing cars, so it was much cheaper for the teams to leave the cars there and fly home. BSM wanted this one for promotional work so it was shipped back and used for police high-speed pursuit training. Its current owner found it in the 80s as a cheap rally car, but when he found the history, as an ex Navy man himself, he knew he had to preserve it. The other car here was owned by his flat mate from university days.

This is the ex-Bill Bengry Mark 2 Cortina GT, which was the first of the 72 cars to cross the Crystal Palace start line. The team of Bengry, Arthur Brick and John Preddy eventually finished the race in 23rd place, after a gruelling 7000 mile trek across 11 countries and would have finished higher had it not required a replacement back axle. The Cortina has stayed in the Bengry family ever since and been restored by Bill’s son Theo, who lent it to the Historic Marathon Rally Group who had mounted this display. The C&SC judges loved it and gave it a “Special Award”, for the car that captured the judges’ hearts.

Also here was a replica of the car which the event, a Hillman Hunter.

Final rally car I spotted was this Talbot Samba Rallye Group B. The Talbot Samba was a supermini car manufactured by the PSA Group in the former Simca factory in Poissy, France, and marketed under the short-lived modern-day Talbot brand. Based on the Peugeot 104, it was the only Talbot not inherited from Chrysler Europe, engineered by PSA alone. It was also the last new Talbot to be launched, and the last in production. Its demise in 1986 was effectively the end of the Talbot brand for passenger cars. Launched initially as a three-door hatchback, it was also for some time the only supermini available in a factory-ordered cabriolet body style, and the most economical car in Europe. Following the rallying successes of the Simca 1000 and the Talbot Sunbeam, PSA launched the Samba Rallye. Fitted with the 1219 cc XW version of the X engine, delivering 90 PS, it came in either white or red, with a hood scoop and side stripes. In 1985, a version with the 1360 cc unit producing 80 PS was launched, without the stripes. A special rallye-only Group B model, officially called the Peugeot Talbot Sport Samba Rallye preceded the later Peugeot 205 T16, with a 1285 cc, 96 kilowatt engine. This Samba Group B was commissioned by Drew Wylie and built by renowned experts Castelos Motorsport in Group B specification, including the engine, gearbox, limited slip differential , competition wiring loom , hydraulic hand brake and modern breaks and hubs.

RELIANT

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.

More of a luxury model than the SE5, the SE6 series Scimitar GT, launched in October 1975, was aimed more at the executive market. These models were two-door sports estates, again with the Ford V6 3.0 litre engine as used in the 5a with 135 bhp,: the wheelbase was increased by 4 inches and the track by 3 inches making the cars correspondingly longer and wider than their predecessors. The extra length was used to improve rear-seat legroom and access which enhanced the car’s credentials as a ‘genuine’ four-seater. The SE6 was replaced by the SE6A in late 1976. 543 SE6 models were produced. The SE6A displayed a number of changes, including Lockheed brakes and suspension revisions. An easy way to spot a 6A from a 6 is the change to orange from red reflectors on the rear extractor vents, and the 3 vertical grooves in the front bumper (in front of the wheelarches) were removed. 3877 SE6As were made – making it the most popular version of all the SE6 shape. Ford stopped making the “Essex” engine for the Capri by 1981, and production stopped completely in 1988 so one of the major differences with the SE6B was the engine. The German-built Ford “Cologne” 2.8 litre V6 was used instead (thus the chassis on the 6B differs from the 6/6A at the front) and provided similar power but rather less torque at low revs. The final drive ratio was lowered from 3.31:1 to 3.54:1 to compensate. All SE6Bs (and the SE8) were equipped with the quite troublesome Pierburg/Solex carburettored engines (many owners have changed to the Weber 38DGAS from the Essex engine) and although the battery was moved from the 6/6A position to allow for injection equipment to be fitted, none ever left the factory so fitted. Some late versions (around 1983 on) came with the galvanised chassis as standard but the exact numbers and chassis details are vague. Introduced at the 1980 Geneva Motor Show, only 437 SE6Bs were manufactured. Production ceased by 1986. But that was not the end of the story. After production at Reliant ceased, Middlebridge Scimitar Ltd. acquired the manufacturing rights to the Scimitar GTE and GTC in June 1987. This company, based in Beeston, Nottingham, produced a 2.9 litre version of the GTE with many modifications and modernisations (over 450) including electronic fuel injection and a five-speed Ford T9 gearbox.(with the Ford A4LD 4 speed auto as an option). The fifth Middlebridge Scimitar built was delivered to HRH The Princess Anne. Only 78 Scimitars (all but 3 cars in RHD) were ever produced by Middlebridge before the company went into receivership in 1990. One GTC was made, using a LHD body from Reliant which was converted by Middlebridge to RHD but the car was never completed and eventually the body and chassis were separated and sold off to new owners. The production rights were subsequently acquired by Graham Walker Ltd., which as of 2014 built Scimitars to order.

The Reliant Rialto is a three-wheeled car that was replaced the original MkI Reliant Robin in 1982. It featured a much squarer aerodynamic body, servicing panels, a single large windscreen wiper, a thicker fibreglass body and altered interior, but the chassis, engine and a lot of large components were from the previous model. The improvements gave the Rialto improved high-speed stability as well as improved fuel economy. The Rialto was built in a number of different models from a saloon, estate, van, hatchback, pickup and flatbed. Rialtos also came in a number of different series: the MkI models from 1982 to 1983; the Rialto 2 series from 1983 to 1986 and the Rialto SE from 1987 until 1997. Upon release the Rialto had a 12-month waiting list and was one of Reliant’s best-selling models ever, but it never gained as much praise[citation needed] as the better-known Robin. In the 1980s the Rialto was Reliant’s only 3 wheeler model; the MkI Robin ended production in 1981 and only in 1989 was the MkII Robin introduced.

After concentrating its four wheeled efforts on the larger Scimitar GTE sports hatch and GTC cabrio throughout the 70s, Reliant took a different direction for their first new model for a couple of decades, with the 1984 Scimitar SS1. A small sports car that was intended to appeal to those who had previously bought cars like the MGB, the model hit a couple of obstacles straight away. For many, the rather distinctive looks of the Michelotti styling were a bit too much of a challenge, but the real problem was that automotive giant Toyota launched the MR2, with a far higher standard of build quality, a jewel like 1600cc engine and rather better standards of road holding thanks to its well-sorted mid engine compared to the SS1’s Ford 1300 and 1600cc CVH units and front engined layout. Despite an upgrade to the engine, with Nissan’s 1800cc Turbo finding its way under the bonnet, and improvements to the build quality, sales did not really improve. In 1990, the car adopted some of the styling features of the concept SS2 prototype were incorporated into a facelifted SS1 model, renamed Scimitar SST (“T” for “Towns”). More than a mere facelift, the new body was also of a very different construction. The SS1’s bodypanels were mounted on a steel framework, itself mounted to the chassis, while the SST’s body was of a “semi-monocoque” design fixed directly to the chassis. The bodywork, consisting of two large pieces (front and rear), thus did not suffer the unsightly panel gaps that were so characteristic of the SS1. The engines were Nissan’s CA18ET in the 1800Ti, producing 135 bhp and Ford’s CVH in the cheaper 1400, producing 75 bhp. The only transmission available was a five-speed manual unit.. A final upgrade which created the Sabre came in late 1992 with flared wheelarches, larger 15″ wheels and Rover K-Series engines replacing the ford units. None of this helped, as the car now had the Mazda MX5 to contend with as well, and sales remained few and far between. Reliant had initially projected sales of 2000 cars a year, but when production ceased in 1995, with the collapse of Reliant, just 1507 had been made over a 10 year period.

RENAULT

Dating from 1900 is this Renault Tonneau, a car which has been seen many times competing in the London to Brighton Rally.

Next oldest of the classic Renault models was this NN Tourer, sometimes referred to as the 6CV. Powered by a 4-cylinder 951cc engine, the NN was first presented at the 1924 Mondial de l’Automobile in Paris as the successor for Renault Type KJ and Type MT. It was in effect a lengthened version of the MT, with an extra 200 mm of wheelbase, and the addition of front-wheel brakes. The exterior design was very simple and family-oriented. Renault at this stage still positioned the radiator behind the engine, which meant that there was no grille at the front, but there were prominent “gills” on the sides of the bonnet for cooling purposes. The car reached 60 km/h (37 mph) and 150,000 cars were sold. The NN2 was introduced in 1929, a larger and heavier car. The car was replaced by the Renault Monasix, though this was a larger car and was powered by a (small) 6-cylinder engine. It was only in 1937 that the manufacturer launched a replacement model in the 6 CV class, the Juvaquatre.

Dating from 1927 is this Monastella Mauguy. The Monastella (Type RY1) was a compact luxury car manufactured between late 1928 and 1933 by Renault. It shared the mechanical elements and bodywork options of the Renault Monasix but was differentiated by superior levels of finish and equipment. The Monastella was a more luxurious version of the Monasix which had itself first appeared at the 1927 Paris Motor Show. The 8CV Monastella was released for 1929 at the October 1928 motor show with a small 6-cylinder engine of 1476 cc. Apart from the superior equipment levels, it was differentiated from the Monasix by a plate that said “carrosserie STELLA”: at a time when names for cars rarely went beyond defining their engine size and type, this badge stressed the manufacturer’s determination to differentiate the two models. Initially the radiator was positioned behind the engine, reflecting the normal layout for Renault engine compartments during most of the 1920s. However, starting with the massive new Reinastella at the end of 1928, Renault moved the radiator to a more conventional position ahead of the engine, and by time of the next motor show, in October 1929, all Renaults including the Monastella’s, lost the old “wind-cutter” grill-free front panel, in favour of a conventional front grill, reflecting the positioning of the radiator to a more “normal” position, just ahead of the engine block. (This also meant an end to the prominent “gills” just ahead of the doors on the sides of the bonnet that had formerly directed air onto the curiously positioned radiator.) In 1931 the new engine is more powerful with 33HP and new grill. In 1933 ceased the production and the car was replaced by the Renault Primastella.

Oldest post-war Renault model here was the 4CV. There seem to be several different accounts surrounding the conception of the car, one being that it was originally conceived and designed covertly by Renault engineers during the World War II German occupation of France, when the manufacturer was under strict orders to design and produce only commercial and military vehicles, in defiance of the direction of the boss, Louis Renault, whereas another version says that in 1940, he had directed his engineering team to “make him a car like the Germans’. Regardless, the truth is that work did go on during the war, with the occupying Germans who were keeping a watch on the company turning a blind eye to what came to be known as Project 106E. Certainly those working on the project were looking closely at the Volkswagen and their new car had a similar overall architecture to that, while recalling the modern designs of the fashionable front-engined passenger cars produced in Detroit during the earlier 1940s. The first prototype had only two doors and was completed in 1942, and two more prototypes were produced in the following three years. An important part of the 4CV’s success was due to the new methodologies used in its manufacture, pioneered by Pierre Bézier, who had begun his 42-year tenure at Renault as a tool setter, moving up to tool designer and then becoming head of the Tool Design Office. As Director of Production Engineering in 1949, he designed the transfer lines (or transfer machines) producing most of the mechanical parts for the 4CV. The transfer machines were high-performance work tools designed to machine engine blocks. While imprisoned during World War II, Bézier developed and improved on the automatic machine principle, introduced before the war by GM. The new transfer station with multiple workstations and electromagnetic heads (antecedents to robots), enabled different operations on a single part to be consecutively performed by transferring the part from one station to another. The 4CV was ultimately presented to the public and media at the 1946 Paris Motor Show and went on sale a year later. Volume production was said to have commenced at the company’s Billancourt plant a few weeks before the Paris Motor Show of October 1947, although the cars were in very short supply for the next year or so. Renault’s advertising highlighted the hundreds of machine-tools installed and processes adopted for the assembly of the first high volume car to be produced since the war, boasting that the little car was now no longer a prototype but a reality. On the 4CV’s launch, it was nicknamed “La motte de beurre” (the lump of butter); this was due to the combination of its shape and the fact that early deliveries all used surplus paint from the German Army vehicles of Rommel’s Afrika Korps, which were a sand-yellow colour. Later it was known affectionately as the “quatre pattes”, “four paws”.The 4CV was initially powered by a 760 cc rear-mounted four-cylinder engine coupled to a three-speed manual transmission. In 1950, the 760 cc unit was replaced by a 747 cc version of the “Ventoux” engine producing 17 hp. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. Across the Rhine 1,760 4CVs were sold in West Germany in 1950, accounting for 23% of that country’s imported cars, and ranking second only to the Fiat 500 on the list. The car remained in production for more than another decade. Claimed power output increased subsequently to 21 hp as increased fuel octanes allowed for higher compression ratios, which along with the relatively low weight of the car (620 kg) enabled the manufacturers to report a 0–90 km/h (0–56 mph) time of 38 seconds and a top speed barely under 100 km/h (62 mph) The engine was notable also for its elasticity, the second and top gear both being usable for speeds between 5 and 100 km/h (3 and 62 mph); the absence of synchromesh on first gear would presumably have discouraged use of the bottom gear except when starting from rest. The rear mounting of the engine meant that the steering could be highly geared while remaining relatively light; in the early cars, only 2¼ turns were needed from lock to lock. The unusually direct steering no doubt delighted some keen drivers, but road tests of the time nonetheless included warnings to take great care with the car’s handling on wet roads. In due course, the manufacturers switched from one extreme to the other, and on later cars 4½ turns were needed to turn the steering wheel from lock to lock. Early in 1953, Renault launched a stripped-down version of the 4CV bereft of anything which might be considered a luxury. Tyre width was reduced, and the dummy grille was removed from the front of the car along with the chrome headlamp surrounds. The seats were simplified and the number of bars incorporated in the steering wheel reduced from three to two. The only colour offered was grey. The car achieved its objective of retailing for less than 400,000 Francs. With the Dauphine already at an advanced stage of development it may have made sense to try and expand the 4CV’s own market coverage downwards in order to open up a clearer gap between the two models which would be produced in parallel for several years, but reaction to the down-market 4 CV, branded as the “Renault 4CV Service”, must have disappointed Renault as this version disappeared from the Renault showrooms after less than a year. The poor sales performance may have been linked to the growing popularity of the Citroën 2CV: although at this stage powered by an engine of just 375 cc and offering sclerotic performance, the 2CV was bigger than the Renault and in 1952 came with a starting price of just 341,870 francs The 4CV’s direct replacement was the Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961. The 4CV was replaced by the Renault 4 which used the same engine as the 4CV and sold for a similar price.

Although a very French product of its time, its inspiration comes from America. In the late 1950s, Renault was envious of the growing success in North America of the Volkswagen Beetle and were looking for ways they might match the Volkswagen’s success with their own Renault Dauphine. At a convention of North American distributors that took place in Florida, Renault’s US dealers called for the creation of a Dauphine coupé/cabriolet which would improve Renault’s image in the critical US market. Renault’s chairman, Pierre Dreyfus, agreed, and since the concept had been born at a convention in Florida the car instantly became known within the company as the “Renault Floride”. Ironically, the “Floride” name was considered unsuitable for 49 of the 50 states of the USA, however, since it could have implied disrespect to states other than Florida. For this reason an alternative name, “Caravelle”, was from the start used for North America and for other major markets (including the UK) where the principal language was a form of English. The Floride was unveiled at the 1958 Paris Motor Show. A small rear-engined design by Pietro Frua at Carrozzeria Ghia, it used the floorpan and engine of the Renault Dauphine. The car was offered as a 2+2 coupe, a 2+2 cabriolet and as a convertible, the latter being a cabriolet with a removable hardtop. The 89.2 in wheelbase was shared with the Renault Dauphine but longer overhangs meant that overall the Floride was longer by a significant 12.6 in, as well as being slightly lower and very slightly wider. At launch the Floride, like the Dauphine on which it was based, came with an 845cc four-cylinder water-cooled engine mounted at the back of the car. However, the power unit on the Floride was fed using a Solex 32 mm carburettor as against the 28 mm diameter of the Solex carburetor on the Dauphine. The Florides making their French show debut on the stand at the 1958 Paris Motor Show came with a claimed power output of 37 hp. By the time deliveries commenced, in early summer 1959, it was also possible for customers to specify a performance version, engineered by Amedee Gordini, which produced 40 hp by means of various modifications to the inlet manifold and camshaft, and a compression ratio raised from 7.6:1 to 8.0:1. Power was delivered to the rear wheels via a three speed manual transmission with synchromesh on the upper two ratios. For a supplement of 200 New Francs customers could instead specify a four speed transmission on the slightly heavier coupé version of the car. Having regard to the car’s power-to-weight ratio most customers chose to pay extra for the four speed gear box. Although designed by Frua of Italy, the car’s body was constructed locally, by the automobile body maker Société des usines Chausson, based in Asnières-sur-Seine at the northern edge of Paris, and known in France as the producer of many of the school bus bodies used for transporting children in country areas. In October 1959, the Floride, along with the Renault Dauphine, appeared with significant suspension improvements. The new suspension was conceived by the by now almost legendary automotive engineer Jean-Albert Grégoire and baptised by Renault “Suspension Aérostable”, being intended to improve the car’s ride and road holding. The addition of extra rubber springs at the front reduced roll and auxiliary air spring units (mounted inboard of the conventional coils) at the rear gave the rear wheels a small degree of negative camber and increased cornering grip. In March 1962, the Caravelle received a new 956 cc engine that would be also used by the new Renault 8 from June. Although the new “Sierra” series five-bearing engine shared no components with the existing 845 cc Dauphine engine, it was conceptually very similar: the engine size was chosen in order to come in (slightly) below the top of the 5CV car tax band in France. It had a sealed cooling system as well as a new front suspension, new rear geometry, new steering, and a new gear linkage. Moving the radiator behind the engine also freed up an extra 12 cm of space behind the front seat. Maximum power output increased to 48 hp. Four-speed transmission, already included in the price at no extra cost on some export markets, now came as part of the standard with the new engine even for French buyers, although bottom gear still made do without synchromesh The upgraded cars, first presented at the 1962 Geneva Motor Show, now featured disc brakes on all four wheels: the Floride was the first French volume car to benefit from this enhancement which also reduced unsprung weight by approximately 6 kg The Caravelle name also replaced the Floride name in all markets from 1962 onwards. In 1964 another R8-derived engine of 1108 cc was introduced to the Caravelle, producing 55 hp. This model was tested by “Autocar” magazine in November 1965, who found it had a top speed of 89 mph and accelerated from 0-60 mph in 17.8 seconds, with an “overall” fuel consumption of 30.2 mpg. The Caravelle’s performance closely matched that of the contemporary Triumph Spitfire 4 under most headings, though the Spitfire was a couple of mph ahead on top speed. The British car market was still protected by tariffs at this time, but even allowing for that the Renault looks expensive in this company: The Caravelle came with a UK recommended price of £1039 as against £666 for the Spitfire 4. Production got under way slowly, with only 3,777 cars completed in 1959. However, in 1960, following the important “Aérostable” suspension upgrades, Renault produced 36,156 Florides. By the mid-1960s the Caravelle, which had been fashionably styled at launch, was looking dated, while the reduction and elimination of internal tariffs within the Common Market led to intensified competition in France for buyers of inexpensive sports cars, notably from Italy. Between 1966 and 1967 annual production tumbled from 4,880 to 2,991. During 1968 only 1,438 were produced, and it was during the summer of that year that Renault withdrew the Caravelle.

The R12 Gordini was never officially sold in the UK. Launched in 1970, a year after the regular saloon model, the Gordini was equipped with the all-aluminium 1565 cc block from the R16 TS fitted with two double-barrel Weber carburettors producing 123 hp, a reinforced crankshaft, a five speed gearbox, ventilated disc brakes on the front wheels and normal disc brakes on the rear wheels, as well as a tuned suspension. The Gordini was able to reach 115 mph and was sold with paint schemes comprising a solid pastel colour (there were several to choose from) with double white stripes added on, the most famous combination being French Blue with stripes, as seen here. 2225 Renault 12 Gordinis were sold in 1971 but after that sales began a free fall. Renault stopped production of the Gordini in 1974 after 5188 had been sold.

The first “hot” Renault that achieved notable sales success was the one based on the first version of the R5. These cars were branded Alpine in their native France, but as that name was registered to Chrysler UK who had attached it to the family hatchback that was sold as the Simca 1307/1308 in Europe, Renault had to come up with an alternative. It was not hard. They chose Gordini and the model was launched in the UK in early 1979. As the market for hot hatches started to take off, and everyone seemed to be adding a Turbo to their cars, Renault followed suit and in 1982 created a more powerful pocket rocket with a R5 Gordini Turbo, or R5 Alpine Turbo for left hand drive markets, as is the case with the car seen here.

A heavily revised Espace was launched in January 1991, adopting the Renault family look, to replace the Talbot themed styling of the original. This was essentially a re skin of the original car, with a new dashboard and other interior improvements. The chassis was unchanged. Production ceased in October 1996.

Predecessor to the Clio was the second generation R5, sometimes referred to as the “Supercinq”. There were two models here. One was a regular car, in the limited “Famous Five” edition. The “Supercinq” appeared in the autumn of 1984, with RHD models going on sale in February 1985. Its launch came within 18 months of Ford, General Motors, Peugeot, Fiat and Nissan all launching new competitors in the supermini sector. Although the bodyshell and chassis were completely new (the platform was based on that of the larger Renault 9 and 11), familiar 5 styling trademarks were retained; with the new styling being the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 68.9 mpg at 56 mph in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts. When launched, it had the following ranges: TC, TL, GTL, Automatic forms. The entry-level TC had the 956 cc engine rated at 42 bhp, while the TL had the 1108 cc engine rated at 47 bhp, and the GTL, Automatic, TS and TSE had the 1397 cc engine rated at 59 hp for the GTL, 67 hp for the Automatic, and 71 hp for the TS and TSE). The TC and TL had a four-speed manual gearbox, while the GTL, TS and TSE had a five-speed manual gearbox (which was optional on the TL), and the Automatic had a three-speed automatic gearbox. 1987 saw the introduction of the 1721 cc F2N engine in the GTX, GTE (F3N) and Baccara (Monaco in some markets, notably the United Kingdom). Renault decided to use the naturally aspirated 1.7 litre from the Renault 9/11, which utilised multipoint fuel injection, in addition to the sports orientated 1.4 litre turbo. Under the name GTE, it produced 94 hp. Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes. The Baccara and GTX versions also used the 1.7 engine – the former sporting a full leather interior, power steering, electric windows, sunroof, high specification audio equipment and as extras air-conditioning and On-Board Computer. The latter was effectively the same but the leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985. The model was starting to show its age by 1990, when it was effectively replaced by the Clio, which was a sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched. It remained on sale with only 1.1 and 1.4 litre petrol and 1.6 litre naturally aspirated diesel engines, as a minimally equipped budget choice called the Campus. until the car’s production run finally came to an end in 1996. A number of limited edition models were offered throughout the model’s life. These tended to be market specific. The “Famous Five” was produced for the UK in March 1990, just before the unveiling of the follow-on Clio. Based on the TR, it had the 55bhp 1.1 litre petrol engine, and was available with three or five doors. As well as the special stickers on the side of the car, still evident on this one, the model had reclining seats, a special two-tone upholstery, heating, quartz clock, sunroof, variable speed wipers, a Boombox Philips radio, side vents on the dashboard and tinted windows.

There were a couple here of the Renault Clio V6 Renault Sport, to give the car its full and rather cumbersome name. This was a rear mid-engine, rear-wheel-drive layout hot hatch based on the Renault Clio launched in 2001, very much in the same style as the earlier mid-engined R5 Turbo models of the 1980s. Designed by Renault, the Phase 1 models were built by Tom Walkinshaw Racing and Phase 2 were designed and helped by Porsche and built by Renault Sport in Dieppe. The Clio V6 was based on the Clio Mk II, though it shared very few parts with that car. The 3.0 litre 60° V6 engine, sourced from the PSA group. It was the ES9J unit as used in the Peugeot 406, 407 and 607, and the Citroen C 5 and not the one that Renault used in the 3 litre Laguna engine, which had an PRV (Peugeot, Renault & Volvo) an earlier development 90° V based on a V8 that never was. For this car it was upgraded to around 227 bhp and placed in the middle of the vehicle where the more ordinary Clios have rear seats – making this car a two-seater hot hatch. In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive two-seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest “regular” Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not remarkably faster in a straight line accelerating to legal road speeds than the 172 Cup – accelerating to 60 mph in 6.2 seconds compared to the Cup’s 6.7 seconds – though its maximum speed was significantly higher at 146 mph compared to 138 mph. Opinions varied on the handling, but many found it very twitchy and the car soon a gained a reputation for breaking away with little warning. That was largely addressed by the Phase 2 cars which were launched in 2003. The front end took on the same sort of new design as had been applied to the regular models. The engine was upgraded, to make the Phase 2 Clio V6 the most powerful serial produced hot hatch in the world with 255 bhp exceeding the 247 bhp of the Alfa Romeo 147 GTA and the 222 bhp SEAT León Cupra R. Based on the Phase 1 engine, its extra performance was helped with assistance from Porsche and although the Phase 2 gained even more weight, the result was a a reduced 0–60 mph run at 5.9 seconds and a top speed of 153 mph. Though based on a utilitarian hatchback, the Clio V6 was not a practical family car. With an average fuel consumption of 24 mpg, this resulted in an empty fuel tank in just over 300 miles. The loss of the back seats and most of the boot space, due to the engine placement, resulted in a severe restriction in luggage space – there was only a small space in the front where the engine used to be, suitable for a holdall or week-end groceries, a small netted area behind the seats plus a small stash area under the tailgate. The enhanced steering made tight manoeuvring a little challenging, the turning circle being a rather awkward 13 m (42.7 ft) – around three car lengths – turning what might normally be a three-point turn into a five-point turn. Standard equipment in the car was good, this was not a stripped-out special, and it included rain sensing windscreen wipers, automatic headlights, air conditioning, and six speakers and CD changer. The Phase 2 Clio V6 retailed for £27,125 in the United Kingdom, until it was withdrawn from sale in 2005 coinciding with a facelift for the Clio range. The Phase 2 was received far more enthusiastically by the ever-critical UK press. These days there is no doubting the fact that this is a a modern classic.

Perhaps not a “classic” yet, but given how few were sold, it is rare now and will only get more so is the Fluence, an all-electric car based on the Megane Saloon. High price and limited range counted against it.

RENAULT-ALPINE

There were several of the original A110 Renault-Alpine models here. This was introduced as an evolution of the A108. Like other road-going Alpines, the 1961 A110 used many Renault parts – including engines. But while the preceding A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was delivered first with “Berlinetta” bodywork and then as a cabriolet. The main visible difference with the A108 coupé was a restyling of the rear body to fit the larger engine, which gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fibreglass body. The A110 was originally available with 1.1 litre R8 Major or R8 Gordini engines. The Gordini engine delivered 95 hp at 6,500 rpm. The A110 achieved most of its fame in the early 1970s as a victorious rally car. After winning several rallies in France in the late 1960s with iron-cast R8 Gordini engines the car was fitted with the aluminium-block Renault 16 TS engine. With two dual-chamber Weber 45 carburettors, the TS engine delivered 125 hp at 6,000 rpm. This allowed the production 1600S to reach a top speed of 210 km/h (130 mph). The longer wheelbase 2+2 Alpine GT4, originally considered a version of the A108, was updated with A110 engines and mechanicals, now being marketed as the “A110 GT4”. The car reached international fame during the 1970–1972 seasons when it participated in the newly created International Championship for Manufacturers, winning several events around Europe and being considered one of the strongest rally cars of its time. Notable performances from the car included victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. With the buy-out of Alpine by Renault complete, the International Championship was replaced by the World Rally Championship for 1973, at which time Renault elected to compete with the A110. With a team featuring Bernard Darniche, Jean-Pierre Nicolas and Jean-Luc Thérier as permanent drivers and “guest stars” like Jean-Claude Andruet (who won the 1973 Monte Carlo Rally) the A110 won most races where the works team was entered, making Alpine the first World Rally Champion. Later competition-spec A110s received engines of up to 1.8 litres. As well as being built at Alpine’s Dieppe factory, A110 models were constructed by various other vehicle manufacturers around the world. The Alpine A110 was produced in Mexico under the name “Dinalpin”, from 1965 to 1974, by Diesel Nacional (DINA), which also produced Renault vehicles. The Alpine A110 was also produced in Bulgaria under the name “Bulgaralpine”, from 1967 to 1969, by a cooperative formed between SPC Metalhim and ETO Bulet, whose collaboration also resulted in the production of the Bulgarrenault. In 1974 the mid-engined Lancia Stratos, the first car designed from scratch for rally racing, was operational and homologated. At the same time, it was obvious that the tail-engined A110 had begun reaching the end of its development. The adoption of fuel injection brought no performance increase. On some cars, a DOHC 16-valve head was fitted to the engine, but it proved unreliable. Chassis modification, like the use of an A310 double wishbone rear suspension, homologated with the A110 1600SC, also failed to increase performance. On the international stage, the Stratos proved to be the “ultimate weapon”, making the A110, as well as many other rally cars, soon obsolete. The A110 is still seen in events such as the Rallye Monte-Carlo Historique and there was a nice example here.

RILEY

Oldest of the Riley models on show was this Kestrel from the 1930s. Riley applied the name to both the Nine and the later Twelve ranges during that time, and the Kestrel was one of a vast number of bodystyles produced, identifiable from its 6-light styling and aerodynamic appearance.

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.

The Riley Two-Point-Six was produced from 1958 to 1959, replacing the Pathfinder as Riley’s top-line automobile when it was announced on 23 August 1957. While its predecessor retained the renowned Riley 4 cylinder twin cam, cross flow engine, Riley suspension and gearbox with its almost unique right hand gear lever, the Two-Point-Six was virtually identical to the Wolseley Six-Ninety Series III. It featured both monotone and duotone paintwork, as did the last of the Pathfinders. Externally the most obvious differences from the Pathfinder were the bonnet arrangement – while the Pathfinder’s grille lifted with the bonnet, the Two-Point-Six, in common with the 6/90, had a fixed grille – and the wheel arches having a raised edge. It used the BMC C-Series straight-6, an engine that produced 101 hp. This was actually less than the 2½ Litre Riley “Big Four” straight-4 engine it replaced. The Two-Point-Six was a commercial failure and was withdrawn from the market in May 1959, the last large Riley.

The Riley One-Point-Five and similar Wolseley 1500 were produced from 1957 to 1965. They utilised the Morris Minor floorpan, suspension and steering but were fitted with the larger 1,489 cc B-Series engine and MG Magnette gearbox. The two models were differentiated by nearly 20 bhp, the Riley having twin SU carburettors giving it the more power at 68 bhp. The Wolseley was released in April 1957 and the Riley was launched in November, directly after the 1957 London Motor Show. The Series II was released 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 was introduced in October 1961, featuring revisions to the grille and rear lights. In October 1962 the cars 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 1,489cc engine size with which they had been launched back in 1957. Production ended in 1965 with 39,568 Rileys and 103,394 Wolseleys made

The Riley was the top version of the Farina range of family-sized saloons that were launched in 1958 and 1959. The first cars were called 4/68, but these evolved to the 4/72 just before the 1961 Motor Show. , Closely related again was the 16/60 update to the Wolseley car. The engine was now 1622 cc, and Riley again got the twin-carb version with 68 nhp. It also used an improved suspension with anti-roll bars. The wheelbase was 1 in longer, through the moving of the back axle rearwards, and the front track was increased by 2 inches. These modifications to the wheel locations were made at the same time to all the BMC Farina saloons, and were seen as an answer to criticism of the indifferent road holding of the 1959 cars. Borg Warner automatic transmission became an option in the Riley at the same time, making the Riley the first mass-produced car in Europe to adopt the Borg-Warner 35 system following Borg-Warner’s establishment of a plant at Letchworth to produce a transmission package that ten years earlier had been developed for US applications. Further modifications to the suspension a year later included ‘recambering the rear springs’ to improve ride and roadholding, but from the outside there was little to distinguish the later Rileys from the models as they had appeared in 1959, and the car continued very little changed until its withdrawal in 1969.

The Elf was one of a pair of Mini based models which BMC launched in 1961, the other being the Wolseley Hornet. Both had longer, slightly finned rear wings and larger boots that gave the cars a more traditional three-box design. Wheelbase of the Elf and Hornet remained at 2.036 m (6.68 ft), whereas the overall length was increased to 3.27 m (10.7 ft). This resulted in a dry weight of 638 kg for the Elf and 618 kg for the Hornet. Front-end treatment, which incorporated each marque’s traditional upright grille design (the Hornet’s grille with a lit “Wolseley” badge), also contributed to a less utilitarian appearance. The cars had larger-diameter chrome hubcaps than the Austin and Morris Minis, and additional chrome accents, bumper overriders and wood-veneer dashboards. The Riley was the more expensive of the two cars. The name “Wolseley Hornet” was first used on 1930s saloon, coupé, sports and racing cars, while the name “Elf” recalled the Riley Sprite and Imp sports cars, also of the 1930s (Riley’s first choice of name “Imp” could not be used as Hillman had registered it). The full-width dashboard was a differentiator between the Elf and Hornet. This dashboard was the idea of Christopher Milner the Sales Manager for Riley. Both the Riley Elf’s and Wolseley Hornet’s bodies were built at Fisher & Ludlow under their “Fisholow” brandname. Plates in the engine compartment on the right side fitch plate bear evidence of this speciality. Very early Mark I versions of both cars had no overriders on the bumpers and a single piece front wing (A-panel and wing in one piece, no outside seam below scuttle panel) that was soon given up again, allegedly due to cost. The Elf’s and Hornet’s special bumper overriders first appeared in 1962. Early production Mark I’s also had a combination of leather and cloth seats whereas all later models had full leather seats. Mark I models were equipped with single leading shoe brakes on the front. Both the Elf and the Hornet went through three engine versions. Initially, they used the 848 cc 34 bhp engine with a single HS2 carburettor, changing to a single HS2 carburettor 38 bhp version of the Cooper’s 998 cc power unit in the Mark II in 1963. This increased the car’s top speed from 71 to 77 mph . Therefore, Mark II cars also came with increased braking power in the form of front drum brakes with twin leading shoes to cope with the increased power output. Both Mark I and Mark II featured four-speed gearboxes (three synchromesh gears) with rod gear change, a.k.a. “magic wand” type. Automatic gearboxes became available on the Mark II in 1965 as an option. The Mark III facelift of 1966 brought wind-up windows and fresh-air fascia vents. Concealed door hinges were introduced two years before these were seen on the mainstream Mini. The gear selecting mechanism was updated to the rod type, as seen on all later Mini type cars. Automatic gearboxes were available to the Mark III in 1967 again. Full-four synchromesh gearing was eventually introduced during 1968. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built. Production of both models ceased in late 1969.

ROCHDALE

This is a Rochdale Olympic, The Rochdale company was founded in 1948 by Frank Butterworth and Harry Smith in an old mill building in Hudson Street, Rochdale. They performed general motor repairs and made themselves some alloy bodies, usually single-seaters, for racing Austin 7s and other cars. They went on to sell the bodies as the Mk II. A number of new models followed in the next few years, but the breakthrough came in 1959 with the monocoque Olympic designed by Richard Parker and only the third glass fibre monocoque bodied car to enter production (after the Berkeley and Lotus Elite). This featured a closed coupé style bodyshell with the provision for 2+2 seating but the rear seats were very cramped and many builders left them out. Unlike many sports and low production cars of the time, wind down windows were installed. Production started in 1960 using a Riley, twin-carburettor version, of the 1.5 litre BMC B Series engine, independent front suspension by torsion bar modified from that of the Morris Minor and live rear axle suspended by coil springs. Other engines could be fitted including the Morris Minor, MG MGA, and Ford 109E. The engine and front suspension was mounted on a tubular steel subframe bonded to the body shell and roll over protection was provided by a steel tube over the windscreen. The car appeared at the Copenhagen Racing Car Show and the Geneva Motor Show. A very complete kit, including an engine and all other mechanical parts, cost £670. About 250 were made when the fire caused production to be suspended. The car was available in both left and right hand drive and cars were exported to several countries including Australia and the United States. On test by The Motor magazine in 1961 a 1.5 litre Riley engined model achieved a top speed of 102 mph (164 km/h) and a 0-60 mph time of 11.9 seconds. The Phase II Olympic was introduced in 1963 at the London Racing Car Show and was now standardised on a 78 bhp Ford 116E 1500 cc engine. Front suspension now used Triumph wishbone units whilst the rear used a BMC axle with coil springs. Front disc brakes were fitted. The car weighed under 12 cwt and could reach 114 mph (183 km/h) with a 0-60 mph time of under 11 seconds. The rear window was made to open to give better access to the interior. The car was available as a complete kit for around £735 or fully built for £930 and about 150 were made. Production declined rapidly after 1967 but the last body was made in 1973. The body moulds are now owned by the Rochdale Owners Club.

A car I’d not come across before is the ‘Bristol Barb’ belonging to David Whitehouse, apparently one of the most illustrious of all Rochdales. It was based on an original Cooper-Bristol F2 car which was subsequently re-bodied for Alex McMillan by Rochdale. The car was hugely successful in its day, and was advertised for sale at the end of the 1955 season, having taken 20 first places that year alone. Very badly damaged at the end of the 1956 season, we are immensely grateful to David Whitehead for his painstaking rebuild into the superb car it again is, Despite being not entirely finished, the Barb had no problem taking the “Best Car in Show” award at the recent Historic Specials Day at Cotswolds wildlife park. The early history of the Type Fs is a little cloudy, as the Barb is only known to have had a glassfibre body, but Derek Bentley provided an interesting shot of an aluminium body being made in Nov 1954 at Hudson Street, Rochdale, but this shows what appears to be a Standard 8 front sub frame, suggesting an Elva chassis underneath. Was this car the first Type F, with a glassfibre mould taken off it for the Barb? If so, what happened to the shell subsequently? No-one knows.

ROLLS ROYCE

The Rolls Royce Enthusiasts club have a number of very imposing cars on their stand, Phantom models from the 1920s.

The Silver Wraith was Rolls-Royce’s first post-war offering, holding the distinction of being the first model built in the now legendary Crewe factory, which, to that point had served as the main production line for Merlin aero engines during World War II. In the spirit of the post-war recovery, Rolls-Royce started with a fresh slate for the new Silver Wraith. It would, as with the pre-war models, be the standard model, slotted below the ultra-exclusive, eight-cylinder Phantom IV. Unlike previous Phantom models, the Phantom IV was strictly reserved for royalty and heads of state, and just 18 would be produced, making it one of the rarest and most desirable models in Rolls-Royce history. Despite the fact that Rolls-Royce had this new inline-eight at their disposal, the Silver Wraith would be strictly limited to six-cylinder power. Both models would still be sold as bare chassis, and coachbuilders would share much of the Phantom IV’s stately elegance in the basic styling of the Silver Wraith, particularly on long-wheelbase versions, albeit on a somewhat less-exclusive scale. This particular car dates from 1952 and was formerly owned by Grace Kelly and Prince Rainier III of the Monaco royal family

ROVER

In February 1948, Rover announced two new models, the Sixty and the Seventy-Five. Known as the P3 series, these were respectively 1.6 and 2.0-litre executive cars which would be produced until late 1949 when they were superceded by the completely different P4 models. They included a new engine that had been in preparation since the late 1930s with overhead inlet and side exhaust valves. It was made in two versions for the car, the Rover 60 had a four-cylinder unit of 1595 cc and the Rover 75 had a six-cylinder version of 2103 cc. The gearbox and traditional Rover freewheel were kept unchanged from the previous model. To go with the engine a new car was prepared. Although the body was similar in styling to the pre war P2 Rover 12 and 16, many of the body panels were in fact new but the wings and bonnet from the 12 were carried over. The car was 0.5 inch wider outside than the 16 but by making better use of space this translated to 2.5 inches inside. It was 4.5 inches shorter in the wheelbase. Also new, and a first for a Rover, was independent front suspension but the brakes remained a hydraulic/mechanical hybrid system. Rather than having a complete chassis, the new frame, which was a box section, was stopped short of the rear axle and the rear semi-elliptic springs were attached to the body. This allowed the rear axle travel to be increased and an improved ride resulted. Two body styles were available, a 6-light saloon and 4-light sports saloon. The 6-light saloon had a rear quarter window (sometimes referred to a 6-window saloon) while the 4-light sports saloon had the lack of the rear quarter window (sometimes referred to a 4-window saloon). The cars were expensive at £1080 for the Rover 60 and £1106 for the Rover 75, and with early post-war production problems and material shortages it was never intended that the cars would be produced in large numbers. Eventually, 1274 of the 60 and 7837 of the 75 models were made before the car was replaced by the all-new Rover P4 model 75. The car seen here is a 75.

The first new car that Rover announced after the war was the P4 model, known as the 75. It was launched at the Earls Court Motor Show in September 1949, to replace all previous models and then continued in production until 1964, though the car underwent lots of change under the skin in those 15 years. Designed by Gordon Bashford, the car went into production in 1949 as the 6-cylinder 2.1-litre Rover 75. It featured unusual modern styling in stark contrast with the outdated Rover P3 model 75 which it replaced. Gone were the traditional radiator, separate headlamps and external running boards. In their place were a chromium grille, recessed headlamps and a streamlined body the whole width of the chassis. The car’s styling was derived from the then controversial 1947 Studebakers. The Rover executives purchased two such vehicles and fitted the body from one of them to a prototype P4 chassis to create a development mule. In James Taylor’s highly regarded book ‘Rover P4 – The Complete Story’ he advised that this vehicle was affectionately known as the ‘Roverbaker’ hybrid. Another, at the time minor, distinctive feature but this one did not catch-on was the centrally mounted light in the grille where most other manufacturers of good quality cars provided a pair, one fog and one driving light often separately mounted behind the bumper. Known, unkindly, as the “Cyclops eye” it was discontinued in the new grille announced 23 October 1952. The earliest cars used a more powerful version of the Rover engine from the 1948 Rover P3 75, a 2103 cc straight-6 engine now with chromium plated cylinder bores, an aluminium cylinder head with built-in induction manifold and a pair of horizontal instead of downdraught carburetters. A four-speed manual transmission was used with a column-mounted gear lever which was replaced by a floor-mounted mechanism in September 1953. At first the gearbox only had synchromesh on third and top but it was added to second gear as well in 1953. A freewheel clutch, a traditional Rover feature, was fitted to cars without overdrive until mid-1959, when it was removed from the specifications, shortly before the London Motor Show in October that year. The cars had a separate chassis with independent suspension by coil springs at the front and a live axle with half-elliptical leaf springs at the rear. The brakes on early cars were operated by a hybrid hydro-mechanical system but became fully hydraulic in 1950. Girling disc brakes replaced drums at the front from October 1959. The complete body shells were made by the Pressed Steel company and featured aluminium/magnesium alloy (Birmabright) doors, boot lid and bonnets until the final 95/110 models, which were all steel to reduce costs. The P4 series was one of the last UK cars to incorporate rear-hinged “suicide” doors. After four years of the one model policy Rover returned to a range of the one car but three different sized engines when in September 1953 they announced a four-cylinder Rover 60 and a 2.6-litre Rover 90. A year later, an enlarged 2230cc engine was installed in the 75, and an updated body was shown with a larger boot and a bigger rear window and the end of the flapping trafficators, with redesigned light clusters. Further detailed changes would follow. Announced 16 October 1956, the 105R and 105S used a high-output, 8.5:1 compression version of the 2.6 litres engine used in the 90. The higher compression was to take advantage of the higher octane fuel that had become widely available. This twin-SU carburettor engine produced 108 hp. Both 105 models also featured the exterior changes of the rest of the range announced a month earlier. The 105S featured separate front seats, a cigar lighter, chromed wheel trim rings and twin Lucas SFT 576 spotlamps. To minimise the cost of the 105R, these additional items were not standard, however they were provided on the (higher priced) 105R De Luxe. The 105R featured a “Roverdrive” automatic transmission. This unit was designed and built by Rover and at the time was the only British-built automatic transmission. Others had bought in units from American manufacturers such as Borg-Warner. This unit was actually a two-speed automatic (Emergency Low which can be selected manually and Drive) with an overdrive unit for a total of three forward gears. The 105S made do with a manual transmission and Laycock de Normanville overdrive incorporating a kick-down control. The 105S could reach a top speed of 101 mph. Production of the 105 line ended in 1958 for the 105R and 1959 for the manual transmission 105S, 10,781 had been produced, two-thirds with the manual transmission option. For 1959 the manual model was described simply as a 105 and the trim and accessory level was reduced to match the other models. In 1959, the engines were upgraded again, with the 80 replacing the 60 and the 100 replacing the 90 and the 105. The four cylinder cars were not particularly popular, though and in September they were replaced by the six cylinder 95. Final model was the 110, which took its place at the top of the range until production ceased, a few months after the very different P6 model 2000 had come along. These cars are popular classics these days.

Beloved of Government Ministers, who kept the car in service long after production had ceased in 1973, thanks to an amount of stock-piling, and 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 was an late model 3500S, a very aspirational car in its day.

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 so it was nice to see here that there are other models still around. There were a couple of Touring Car versions here as well as the road cars.

A matter of weeks after launching the Montego, Rover came up with another family saloon, this one slightly smaller, but positioned to be a more premium entry, complete with Rover badging. The second result of the joint venture with Honda, this time the UK company had a little more input into the car than the first one, the Triumph Acclaim of 1981 which had emerged as little more than a Honda Ballade with Triumph badges on it. The new car here, whilst maintaining the same basic silhouette as the new latest Ballade looked different from the Honda, and the more powerful models had the Group’s new S Series 1600cc engine under the bonnet. Less powerful models still had the Honda 1342cc unit, but that was no bad thing as this was a smooth and refined engine. The trim was made more deliberately premium looking, in accordance with the Rover badging. I drove a number of 213 and 216 models as rental cars when I was waiting for my first company car to arrive, and they were very agreeable indeed, with the only demerit being that they were tight on space in the rear seats and the boot. The car sold well over a 5 year life, but with even the fuel injected Vitesse version not being that sporting a model, there was little to attract the enthusiast, which is probably one reason why the survival rate of these SD3 Rovers is lower even than the Montego.

Next new car from the Group was the fruits of the XX project, which emerged as the Rover 800 in July 1986. Replacing the much loved, but now 10 year old Rover SD1 design, this was a joint development effort with Honda. Not that you would know it by looking at the cars, as the Honda Legend looked completely different from the Rover. The 2.5 litre engines were shared, but Rover also installed their new M Series 2 litre unit under the bonnet, which in multi-point fuel injected guise in the Si and SLi models had a good 20 bhp more power than all its rivals, making this a rapid and refined executive car. Shame is that the early production concentrated on the V6 models, which were seen as a retrograde step compared to the sonorous V8 of their predecessor, and also somewhat lacking in torque (an upgrade to 2.7 litres in February 1988 addressed the latter issue to some extent). A conventional four door saloon on launch, a five door hatchback was added to the range a couple of years later, as well as a cheaper version with the O Series engine under the bonnet aimed at the fleet market. Towards the end of production of the XX car, before it was replaced by the R17 facelift in late 1991, here was also a brief run of just over 500 820 Turbo 16v cars which used a turbocharged version of the M-Series developed with help from Tickford, leading to this model often being referred to as the “Tickford Turbo”. Utilising such enhancements as sodium-filled exhaust valves and Mahle forged pistons the car produced 180 bhp, although there is much speculation about this figure being severely held back by the electronics as not to step on the toes of the more costly 177 bhp V6-engined 827 and Sterling models as well as to preserve the reliability of the gearbox. In reality the engine was capable of 250+hp while still preserving the reliability and driveability. There were a couple of these cars, which also sported a mild body kit, on display here.

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 75 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. 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.

In the autumn of 1991, the Rover 800 was re-skinned and re-engineered under the R17 codename. This saw the re-introduction of the traditional Rover grille (which would be applied to all other models in the range in the coming years) and more curvaceous bodywork. The scope of the design change was restricted by the need to retain the core XX structure, including the door structure design. The redesign was a partial answer to major press and market criticism of the “folded paper” school of design and the quest for better aerodynamics that had led to many cars appearing very similar, especially from the front. The redesign found much favour and as a result the car’s sales enjoyed a renaissance, the 800 series becoming Britain’s best selling executive car in the early to mid-1990s, overtaking the Ford Granada which had been Britain’s best-selling car in this sector almost continuously since its launch in 1972. Although the Granada’s successor, the Scorpio, failed to sell well, the 800 was faced with stiff competition from 1994 in the shape of the Vauxhall Omega. Mechanically, the car was similar to the later XX cars, though the T16 2 litre engine replaced the M16 found in pre 1992 cars and this was offered in normally aspirated and Turbo forms, the Turbo being fitted to the Vitesse and the later Vitesse Sport (1994–96), taking the place of the former 820 Turbo. V6 models were offered with the Honda 2.7 litre engine initially but this was substituted with Rover’s own acclaimed KV6 unit in the later years of production.

In May 1990, a heavily revised Metro was revealed, with the model adopting full 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 there was even a (very low volume) Cabrio for a while. Sadly, though, with development funds still next to non-existent, the car stayed in production for too long. By 1997, the basic design was 17 years old, and it was the fact that it had the safety standards more akin to cars of 1980 than 1997 that finally finished it off, with a disastrous NCAP safety test which deterred all but the very faithful form buying it.

The Rover Streetwise was an attempt by Rover to appeal to younger drivers. Despite having modernised the existing models in 1999 with a facelift creatiing the 25, (and the 45) even with the boost of the new and well received 75 models, by the turn of the century, Rover was suffering falling sales and a tarnished brand after the sale of Rover to the Phoenix consortium in 2000 by BMW. Although new models were in the planning stages, the 25 and 45 models would be at least 10 years old before the new models were launched. Phoenix owned the rights to the MG brand, and had marketed the ZR, ZS & ZT with reasonable success, restyling the existing 25, 45 and 75 models. With the MG brand proving popular, attention was turned to the Rover brand. The Rover-badged cars had a rather staid image, and were commonly associated with elderly motorists. Thus, MG Rover attempted to appeal to a younger market. MG Rover decided to design a car for a niche market, and chose the ‘Urban on-roader’ look, similar to the Audi A6 Allroad, Škoda Octavia Scout, Volvo XC70 & Volkswagen Polo Fun/CrossPolo. The tough-looking Streetwise was designed as a two-wheel drive urban car with 4×4 looks. The Streetwise had a higher ride height than the basic 25, and although it shared many of the common characteristics of the 25, it was visually different with large impact absorbing grey or black plastic bumpers. Unlike the rest of the Rover and MG range, the Streetwise bumpers were not colour-coded. The front indicator and fog lights were redesigned to complement the circular headlamps, and most models came with chunky 16-inch wheels as standard. To extend the load space, the Streetwise was fitted with multi-purpose roof bars, which also served to distinguish the Streetwise from the ZR and the 25. The Streetwise offered a choice of sporty interiors, available in four or five seats. The standard four seats had two separate rear seats and a separating centre console, and were half leather body-hugging seats. All models came with standard front electric windows, driver’s airbag, PAS, and ABS. The S & SE models came with leather steering wheel, gear knob and air conditioning. The electric window switch had been relocated next to the handbrake, with new-style rocker switch, in a circular design with chrome effect plastic in the middle. Other subtle changes included a riveted chrome effect plastic loop round the base of the gear lever, and a restyled blue dash dials. All Streetwises came with Trafficmaster, an early warning device to warn the drivers of congested routes, and CD player as standard. The Streetwise also came with rear parking sensors, as an option or as standard on higher models. The model was still current when production of all cars stopped on that fateful 15th April 2005.

A product of the BMW era of Rover ownership, the 75 was a replacement for the Rover 800 which had sold well, but by the mid 90s was in need of replacement. The relationship with Honda, which had helped to create it, as well as the slightly smaller and cheaper Honda 600 was over. Three new designs were produced under the guidance of Richard Woolley; a large saloon codenamed Flagship, a smaller vehicle (with the codename of Eric), and the 75. Of these only the 75 concept progressed. The initial aim had been to re-skin the Rover 600, but following the BMW takeover it was quickly decided that this platform would not be re-used but replaced by an entirely new model. Work on the new model, codenamed R40, progressed well with little operational interference from BMW; the styling received an enthusiastic response from the management and both companies believed the classical look would be the ideal direction for Rover. Revolutionary new design processes were adopted, including the 3D virtual reality assembly simulation “ebuild” techniques, ensuring the car would achieve class leading build quality when series production started. Under the lauded styling were to be a range of petrol and diesel engines from 1.8- to 2.5-litre sizes. Petrol engines would use the much praised Rover 4-cylinder K series in 1.8-litre guise and the quad cam KV6, offered in either short-stroke 2.0 or revised 2.5-litre formats. The 2.0-litre was later dropped on introduction of the 1.8-litre turbo for emissions purposes. Transmissions on all models would be either the Getrag 283 5-speed manual, supplied from the company’s new facility in Bari, Italy, or the JATCO 5-speed automatic unit—one of the first transverse engine deployments made with this feature. Braking would be in the form of all-round discs, complemented with a Bosch 5.7 4-channel ABS system and electronic brake force distribution. The parking brake was a cable operated drum integral within the rear discs. Suspension was to be a MacPherson strut arrangement at the front, anchored by lower alloy L-arms. The wide spacing of the mounting points, compliant bushings and a perimeter subframe gave the model a cushioned yet precise ride with relaxed handling that could be tuned for different markets or model derivatives such as the later MG ZT. The rear suspension, after a period of uncertainty during development, was eventually a version of BMW’s Z-Axle arrangement first featured on the 1988 Z1 sports car. At the time of the launch, there had been speculation within the media that the Rover 75 used the BMW 5-Series platform, perhaps due to the overall size of the model, the apparent presence of a transmission tunnel and the use of the parent company’s rear suspension system, but this was in fact not the case: Rover engineers had used the concept of incorporating a central tunnel which had been explored by BMW as part of their own research into front-wheel-drive chassis design. As the 75 took shape, this core engineering was passed over to Rover and evolved into the Rover 75 structure. The tunnel concept, along with the rear suspension system, was also used by the Rover engineers for the design of the Mini. The Rover 75 was premiered at the 1998 British Motor Show, and it attracted praise for its styling and design integrity. Although some labelled its styling as too “retro”, suggesting it had been designed with an older buyer in mind, and was not sporting enough when compared to the competition, it received far more praise than the Jaguar S Type which debuted at the same time. The 75 went on to win a series of international awards including various “most beautiful car” awards, including one in Italy. Assembly originally took place at Cowley but in 2000, following the sale of the company by BMW to Phoenix Venture Holdings, production was moved to Longbridge. 2001 saw the introduction of the Rover 75 Tourer (developed alongside the saloon but never authorised for production by BMW), swiftly followed by the MG ZT and MG ZT-T, more sporting interpretations of the model, differentiated by modified, sporting chassis settings and colour and trim derivatives. Between 2000 and 2003, there were few changes to the range: the most significant was the replacement of the 2-litre V6 engine by a low-pressure-turbocharged version of the 1.8-litre 4-cylinder engine, which benefitted British company car drivers, taxed on carbon dioxide emissions. A customisation programme, Monogram, was launched, allowing buyers to order their car in a wider range of exterior paint colours and finishes, different interior trims and with optional extras installed during production In early 2004 Rover facelifted the design of the 75 to look less retro and more European. Changes were restricted to bolt-on components and some technical upgrades. At the front was a new, more angular bumper fitted with a mesh lower grille, bigger door mirrors, one-piece headlights with halogen projectors fitted as standard, revamped front and side indicators and fog lights as well as a larger yet sleeker chrome grille on top. The rear also featured a more modern bumper with a new chrome boot handle. The middle-specification Club trim was dropped, and on Connoisseur trim light oak wood took the place of the original walnut, which remained standard fitment on the entry-level Classic trim. Rover also added a new trim to the range called Contemporary which featured revised fittings such as larger alloy wheels, body colour exterior accents, black oak wood trim and sports seats as well as an altered equipment tally. The instrumentation and its back-lighting were modernised, the console texture finish was upgraded and the seat bolsters revised to offer more support. Access to the rear seats was improved and leg-room increased. Production of this range continued until the collapse of MG-Rover in April 2005. The 75 developed an almost fanatical following among many of its owners, and although even the newest model is now nearly 15 years old, many have hung onto their cars. They were well built, and have proved reliable and long-lasting, so there are still plenty around. Several examples of both the Saloon and the Tourer were here.

SAAB

The Saab Sonett was manufactured between 1955 and 1957 and again between 1966 and 1974 by Saab of Sweden. Sonetts shared engines and other components with Saab 93, 95 and 96 of the same era. It was mainly intended for the lucrative American export market and was only offered intermittently in the Swedish domestic market (model years 1968 and 1972). The first prototype, now known as the Sonett I, was a two-seat, open-top, lightweight roadster racer which, ten years later, evolved into the commercially distributed Sonett models II, V4, and III. In the 1950s, Rolf Mellde—a Saab engine developer and race enthusiast—along with Lars Olov Olsson, Olle Lindkvist, and Gotta Svensson, designed a two-seat roadster prototype in a barn in Åsaka, near Trollhättan (the site of the main Saab manufacturing facility). The limited research-and-development project, with a total budget of only 75,000 Swedish kronor, became known as the Sonett, a name derived from the Swedish phrase Så nätt den är (“how neat it is”, or more literally “it’s so neat”). The Saab Sonett, also called the Super Sport or Saab 94, was introduced on 16 March 1956 at Stockholm’s Bilsalong (motor show). Featuring a three-cylinder 748 cc two-stroke engine generating 57.5 horsepower and a 70 kilograms (150 lb) aluminium box-style chassis from Swedish designer Sixten Sason, the Sonett I was an advanced low-weight 600 kg (1,323 lb) racer based on aircraft design concepts. With a projected top speed of 120 mph (190 km/h), the Sonett I had the prospect of success on the European race circuit, and a production run of 2,000 units was planned for 1957. However, race competition rules changed, permitting modified production cars into race classes that Saab had envisioned for its purpose-built Sonett, and the economic and marketing viability of the project faded. Only six Sonett I vehicles were made between 1955 and early 1957, all RHD. The original prototype, known as “#1” and built with a manually crafted glass-reinforced plastic (GRP, or “fiberglass”) body, served as the reference model for the other five cars. An extremely rare vehicle, only two Sonetts I exist in the United States; one was in the GM Heritage Center collection. In September 1996, rally driver Erik Carlsson broke the Swedish record for the under–750-cc engine class with a speed of 159.4 km/h (99.0 mph) in the restored Sonett I original prototype “#1”. In the early 1960s, Björn Karlström, an aircraft and automotive illustrator, and Walter Kern, an engineer at Massachusetts Institute of Technology, independently suggested a two-seat roadster with Saab components and a two-stroke engine called the “Shrike”. Two prototypes were developed: the Saab MFI13 by Malmö Flygindustri, and the Saab Catherina by Sixten Sason. After some modifications, the MFI13 was put into limited production (28 units) in 1966 as the Sonett II, manufactured at the Aktiebolaget Svenska Järnvägsverkstäderna (ASJ) in Arlöv. Inside Saab, it was designated model 97. A further 230 units were assembled in 1967, but as the two-stroke engine became increasingly uncompetitive in the US market, a switch to the Ford Taunus V4 engine was made in the middle of the 1967 production year, and the model was renamed the Sonett V4. Apart from the engine and related drivetrain, the Sonett II and Sonett V4 share much of their componentry.The additional weight did require some strengthening of the chassis and suspension pieces, and the wheels were half an inch wider than the four-inch units used on the Sonett II. Approximately 50 percent of the Sonett II production has survived, preserved or maintained by museums, collectors, and race enthusiasts. Like the Sonett I prototype, the Sonett II fiberglass body was bolted to a box-type chassis with an added roll-bar to support the hard top. The entire front hood section hinged forward to allow easy access to the engine, transmission, and front suspension. Equipped with a three-cylinder, two-stroke engine generating 60 PS, the Sonett II achieved 0 to 100 km/h (0–62 mph) time of 12.5 seconds, with a top speed of 150 km/h (93 mph). All Sonett IIs were left hand drive (LHD). Designed as a race car, the Sonett II competed successfully against other small European roadsters, including the Austin-Healey Sprite and Triumph Spitfire, in Sports Car Club of America (SCCA) races of the period.Due to low production volume, Sonett IIs were disqualified from certain competitions. By 1967, the two-stroke engine failed to meet US emission control standards. In 2011 a two-stroke Sonett II achieved 109 mph (175 km/h) at the Bonneville Salt Flats. Of the 28 Sonett IIs manufactured in 1966 all were equipped with 841cc three cylinder two-stroke engines. SAAB produced serial numbers 29 through 258 with the two-stroke engine, serial number 259 was the first Sonett to have the V4 engine. All Sonett II transmissions had a freewheel that could be engaged and disengaged while in motion via a pull handle down near the throttle pedal. The freewheel was required in the normal (non-oil pump engines) SAAB two stroke engines but not in the racing engines that had an oil injection system fed from a supply tank, nor in the Sonett V4 since it had a four-stroke engine with the common recirculating pressure lubrication. When Saab started using the Ford V4 engine in their 95, 96, and Monte Carlo models, an upgrade for the low-volume Sonett II became economically feasible. The Sonett V4 was introduced with a 1,500 cc Ford Taunus V4 engine in the middle of the 1967 model year starting with serial number 259. A new “bulge” hood, designed by Gunnar A. Sjögren, was required to clear the larger V4 engine, with a slight right offset to avoid obstructing the driver’s view. This asymmetrical hood shape, criticised by both the automotive press and within Saab itself, contributed to the motivation for the 1970 Sonett III redesign. The Ford V4 engine produced 65 hp, and—combined with the car’s lightweight chassis and fibreglass construction—allowed the V4 model to accelerate from 0 to 100 km/h (0 to 62 mph) in 12.5 seconds, with a top speed of 160 km/h (99 mph). The V4’s dashboard was wrinkle finished black, unlike the wooden panel used in the Sonett II. Following the low-volume 1966–67 Sonett IIs, Saab ramped up Sonett V4 production to meet minimum SCCA requirements, assembling 70 units in the 1967 transition year, 900 units in 1968, and 640 units in the final 1969 production year—a total of 1,610 Sonett V4 vehicles. The 1969 models can be recognized by their taller seat backs and by having a lid for the glove compartment, while the heater was also made somewhat more efficient. While the Sonett V4 was assembled in Sweden, nearly the entire production was exported to the United States, with an MSRP of between US$3,200 and US$3,800. In addition to its unusual fibreglass body, the Sonett V4 featured advanced safety features for its day, including a roll bar, three-point seat belts, and high-back bucket seats to protect against whiplash injury. Sonett V4s also sported a few oddities compared to standard American sports cars like e.g. Corvette, such as front wheel drive; a freewheeling clutch that disengaged automatically whenever the accelerator pedal was no longer pressed, and a column-mounted shifter, rather than a typical floor-mounted shifter. In spite of lackluster Saab marketing, unusual features, and quirky design, the Sonett V4 found a niche market in the US, propelled by successful SCCA racing performances of the Sonett II. Its primary competitors were British roadsters, including the MG Midget and MG MGB, the Triumph TR5, the TVR Grantura and the Austin-Healey Mark IV. The Clean Air Act of 1970 prompted engineering modifications to the Ford V4 emission control system that were difficult to reconcile with the Sonett II/V4 body style which then led to the Sonett III redesign. The 1970 redesign of the Sonett V4, named the Sonett III, was initially undertaken by Sergio Coggiola, but Gunnar A. Sjögren altered it to fit the existing chassis without expensive manufacturing-line changes. Hinged rear-window glass replaced the Sonett II/V4 rear compartment hatch door. With the mandate for a “bulge-less” hood, the engine compartment opening evolved into a small front popup panel, resulting in more limited access than in the Sonett V4. Extensive engine work required the removal of the entire front hood section. To help adapt the car to US market tastes, the Sonett III featured a floor-mounted shifter (instead of the Sonett V4 column-mounted shifter) and optional dealer-installed air conditioning. The Sonett III’s hidden headlamps were operated manually using a lever. US safety regulations required new low speed impact proof bumpers after 1972, significantly detracting from its Italian-inspired design. All Sonett III were LHD. While the 1970 and 1971 model years initially had the same 1500 cc Ford Taunus V4 engine as the Sonett V4, emission control requirements reduced the available horsepower. The model years 1971 to 1974 of the Sonett III used the 1700 cc Ford V4, but to meet increasingly strict federal regulations, net power output remained the same as the 1500 cc engine, at 65 bhp. Still, the Sonett III accelerated from 0–100 km/h (0–62 mph) in 13 seconds, and—due to a higher differential gear ratio (42 teeth on the ring gear and 9 teeth on the pinion gear) than the standard 95/96 transmission (39:8)—achieved a top speed of 165 km/h (103 mph), aided by a drag coefficient of 0.31 cd.

Pride of place on the SAAB stand went to this car. And no, it was not on the wrong stand. This is a Saab-Lancia 600 is a rebadged Lancia Delta, sold by Saab in Northern Europe after a deal with Lancia. The deal was a part of the 1980s co-operation between the Swedish car manufacturer Saab and the Italian Fiat Group, which includes Lancia and Alfa Romeo in addition to Fiat. The partnership also resulted in the ‘Type 4’ project, which provided the common platforms for the Saab 9000, the Lancia Thema, the Fiat Croma and the Alfa Romeo 164. The 600 was developed because Saab did not have the finances to support the production of entirely new models and looked to other companies in order to replace the compact 96 in their lineup. The first years it was sold as GLS and the exclusive GLE, but due to poor sales because of the high price tag the GLE-model did not last long. The 600 was offered only with the 1.5-litre engine that had 85 PS, connected to a five-speed manual gearbox. The Saab-Lancia 600 was designed by Giorgetto Giugiaro and, in common with the company’s other models, was a front-wheel drive and a hatchback, with a rallying pedigree. The Saab-Lancia 600 version was sold only in Sweden, Finland, and Norway. The last cars were sold in early 1987; Saab then stopped importing Lancias to Sweden and the local Fiat importer took over from 1 January 1988. Due to the harsh weather conditions of northern Europe, Saab developed their own heater, one of a few minor modification from the Lancia design. The 600 also received thermostatically controlled intake air preheating and a semi-automatic choke. The climate caused rust issues with the car, including holing the fuel tank. The car is very rare today. In 2012, of the 6,419 Saab-Lancias that were produced for the Swedish market, only 159 survived and only 12 were in traffic.

SIMCA

This is the production version of the third generation Aronde. Presented at the Paris Motor Show in October 1958, the P60 version came with a new modern-looking body. The 2,440 mm (96.1 in) wheelbase was unchanged and, apart from a slightly lowered roof-line, the central portion of the body was still broadly similar to that of the original 1951 Aronde, but the discrete tail-fins and rear lights were restyled as were the headlights, set on either side of a larger grille at the front. Mechanically little had changed: more innovative was the wide range of versions and permutations now offered, with customers able to choose from a range of engines offering four different levels of power output (40, 45, 47 or 57 hp) and an options list that even included leather upholstery and a “Simcamatic” clutch.In line with the manufacturer’s determination to offer customers more choice, the P60 was offered with various names. The following cars all shared the same wheelbase and the same length/width footprint: Élysée was a 4-door berline with a 1290cc 48 hp engine; Grand Large was a 2-door “coach panoramique” pillarless saloon with the same engine; the Montlhéry was a 4-door berline with a 1290cc higher compression 57 hp engine; Monaco, a 2-door “coach panoramique” pillarless saloon with the 1290cc higher compression 57 hp engine and the Châtelaine, a 5-door estate/station wagon with the less potent 1290cc engine, retaining the body of the earlier Aronde 90A Châtelaine, but by 1960 a more luxurious estate version, branded as the Simca Aronde P60 Ranch, combined the new front end from the P60 with the back end of the previous generation of Aronde estates.

The Talbot name reappeared in 1979 when all the cars that had been sold under the Chrysler Europe were rebranded. One of the cars it was applied to was the Horizon. This had been launched in the autumn of 1977, badged as a Simca in its native France, but called a Chrysler when it reached the UK in October 1978. A replacement for the long running 1100, this car was designed to meet the needs of customers on both sides of the Atlantic, with Dodge and Plymouth Omni versions offered to American buyers. This one also won the Car of the Year award, but it was also saddled with the same unrefined .old engines in Europe (and strangled VW units with a power-sapping automatic box in America, which made them dog slow). The launch of the SX with a more powerful 1.5 litre engine and the new fangled trip computer did little to increase the sales appeal, and with a new front wheel drive Astra/Kadett and Ford Escort as well as VW’s Golf, it struggled even when the excellent 1.9 litre diesel – the best unit on the market at the time – went under the bonnet in 1982. Production ceased in 1985. The Horizon’s 40th anniversary was marked with the display here of a remarkable survivor which has covered less than 350 miles from new.

Displayed with the Horizon was one of the US versions, the Dodge Omni. The Dodge Omni and the Plymouth Horizon were front-wheel drive, five-door hatchbacks, introduced by the Dodge and Plymouth divisions of Chrysler in North America in January 1978, the first front-wheel drive cars produced by Chrysler, and among the first American front-wheel drive cars to sell in large numbers (previous front-wheel drive American cars such as the Cord 810, Cadillac Eldorado, and Oldsmobile Toronado were low-volume luxury cars). The Omni and Horizon were developed in parallel with the Horizon, a subcompact car designed by Simca, the French division of Chrysler Europe, and built on the then-new L platform. This was Chrysler’s first and last attempt at a ‘world car’. The Simca Horizon survived in various guises under the successor Talbot name until 1987. Born largely out of the need to replace the aging Simca 1100, the Horizon was essentially a shortened version of the larger Alpine, giving the vehicle an unusually wide track for its length. The Horizon, or Project C2 as it was known inside Simca during development, was intended to be a “world car” (designed for consumers on both sides of the Atlantic), but, in execution, the European and North American versions of the vehicle actually turned out to have very little in common. When Chrysler exited the European car market (and sold assets to Peugeot, which subsequently sold the same car in Europe as the Talbot Horizon) in 1978, Chrysler retained the North American rights to the car, and began production at Belvidere. Chrysler had previously avoided building a subcompact car, preferring to use branded imports like the Mitsubishi-made Dodge Colt instead. Presented as a significant domestic development, the models were initially priced starting at US$2,500. The Dodge Omni was Motor Trend magazine’s Car of the Year for 1978, and the related Talbot Horizon was voted European Car of the Year in 1979. The Omni and Horizon appeared at a critical time for Chrysler, when the company was on the brink of bankruptcy and sought government support to survive. In 1978, Chrysler had beaten out Ford and General Motors to the market with a domestically-produced front-wheel drive car to challenge the VW Rabbit. However, the L-bodies miscarried at first, since 1978 was a year of strong sales for larger cars and demand for compacts and subcompacts noticeably shrank. These initial poor sales of the cars contributed to Chrysler’s financial woes at the time, but when the company requested federal assistance, the Omni was an important piece of evidence that they were attempting to compete with imports and build small, fuel-efficient cars and might be worth saving. For the three years leading up to the introduction of Chrysler’s K-cars, the Omni/Horizon was Chrysler’s best selling model line. The Omni and Horizon had few interchangeable parts with their European siblings. Aside from the heavier-looking American body panels and bumpers, the OHV Simca engines were replaced with unique 1.7 L SOHC engines sourced from Volkswagen, while MacPherson strut front suspension took the place of the torsion bar arrangement found in the European Horizon. The Volkswagen engine used an enlarged Chrysler-designed cylinder head and intake manifold and produced 75 hp and 90 lb⋅ft (122 N⋅m). Originally, only the CARB-certified version with an air pump and 70 hp had been available. In 1979 power climbed to 77 hp, while by 1980 it dropped to 68 hp and 83 lb⋅ft (113 N⋅m) of torque in all fifty states. The climate controls were mounted to the left of the steering wheel rather than in the center stack like in most vehicles, meaning only the driver could adjust the interior temperature. Other Chrysler Corporation products (including the Dodge Charger and Chrysler Cordoba), as well as vehicles from other manufacturers came with instrument panels that placed the climate controls in this general location during the 1970s. Shortly after their introduction, Consumer Reports tested the Omni and reported that it lost control in hard manoeuvering. As front-wheel-drive cars were still considered a new idea in Detroit, the allegation received extensive mainstream coverage, including a piece in Time Magazine. Other auto magazines reported no problems and said the test did not approximate real-world driving conditions. Chrysler made modifications that included a steering damper and a lighter-weight steering wheel. A special, partially equipped, model with extra high gas mileage also appeared, called the “Miser”. Chrysler’s 2.2 L K-car engine appeared for the 1981 model year as an upmarket option to the Volkswagen engine, mated to a new four-speed manual with an overdrive fourth. It produced 84 hp at first, rising to 93 hp and finally 96 hp by the end of production. The Volkswagen 1.7 was replaced by a Simca 1.6 L inline-four unit in 1983. This engine produced 62 bhp and 86 lb⋅ft (117 N⋅m), and was only available with a manual transmission. The Omni/Horizon received a facelift for the 1984 model year. In 1985, Chrysler entered an agreement with American Motors Corporation (AMC) to produce Chrysler M platform rear-wheel drive cars, as well as Omnis and Horizons, in AMC’s Kenosha, Wisconsin plant, because AMC could produce the cars for less money. The 2.2 L Chrysler inline-four cylinder was the only available engine from 1987 onwards. By this point, the L-bodies were consolidated into a single-trim “America” line in the interest of improved quality control and reduced costs. Despite the P-body Dodge Shadow and Plymouth Sundance effectively superseding the Omni/Horizon in 1987, the cars were kept in production for another three years since their tooling had been amortized and each one sold turned a profit. Chrysler invested in a number of significant changes that ended up being used for only one year; the cars gained larger exterior rear-view mirrors (borrowed from the departed M-body sedans), a driver’s side airbag and a mildly redesigned instrument panel, complete with HVAC controls moved to the center. The Omni and the Horizon ended production in 1990, and were replaced by the Dodge Shadow/Plymouth Sundance, which were both introduced for 1987. It outlived the European version by three years; Peugeot had bought Chrysler’s European division in 1978 and rebadged the Horizon (along with the rest of the British Chrysler and French Simca range) as Talbots, with production lasting until 1987. Several variants of the platform appeared later, including a three-door hatchback known as the Dodge 024/Plymouth TC3, and briefly a small car-like truck under the Dodge Rampage/Plymouth Scamp name. The 024 and TC3 were marketed as sporty cars, although the 77–94 bhp four-cylinder engines were not powerful and the coupés weighed more than the hatchbacks. The TC3 was renamed the Plymouth Turismo, and the 024 the Dodge Charger in 1983. The last 1,000 Dodge Chargers were modified by Carroll Shelby into Shelby GLHSs. The ultimate Dodge Omni was the modified Omni GLH. The original name, “Coyote”, was rejected, and Carroll Shelby’s choice, the initials GLH, which stood for “Goes Like Hell”, were taken instead. The 1984 model year was the first year of the GLH, which carried over most of the modifications that had been made the previous year to the Shelby Charger. 1985 was the debut of the GLH-T model with the Turbo I (K) engine option. This engine, rated at 146 bhp both years, at low boost (7.2 PSi) coupled with the car’s very low weight (as low as 2,200 lb (1,000 kg)), earned this car its name. The car carried over into 1986 unchanged aside from the addition of a hatch-mounted third tail light, and production was then stopped. The final 500 GLH-T cars (all black) were sold to Shelby, who used them as the basis for the 1986 Shelby GLHS (“Goes Like Hell Some more”). These cars were modified by Carroll Shelby in California and sold as Shelbys. With 175 bhp and 175 lb/ft (237 Nm) of torque, the Shelby GLHS featured a modified 2.2 L engine with a Turbo II setup, which included a two piece blow-through intake (the GLH-T was a draw-through turbo design), a Shelby ECU, turbo boost raised to a conservative 12 psi, a T2 turbocharger compressor cover, and a front-mounted intercooler. The short block stayed the same between the GLH-T and GLHS. Further modifications included 205/50R15 Eagle GT Gatorback tyres mounted on Shelby Centurian wheels, Koni adjustable struts and shocks, and stiffer springs. Different decals were also part of the package; silver pinstripes down the ground effects along with “Shelby” decals replaced the standard red GLH-T decals. A “Shelby” decal was added to the windshield and a large “GLHS” decal was placed on the driver side rear sail panel. All GLHS cars came with a numbered dashboard plaque, Mobil 1 valve cover plaque, Momo shift knob and Shelby leather-wrapped steering wheel. A black-yellow overlay sticker was placed at the bottom of the speedometer to read to 135 mph.

SINGER

This is a Singer Gazelle, the first Singer to be produced following the take-over of the Singer company by the Rootes Group in 1956. It was a version of the new mainstream “Audax” Hillman Minx differing mainly in retaining the Singer overhead cam engine. Externally the only significant difference was a restyled nose based around a traditional Singer grille. The Gazelle was initially offered in saloon and convertible body styles, though when the first changes came through, creating, the Gazelle Series II, in the autumn of 1957, an estate car was added to the range, which had optional overdrive and larger fuel tank. Engineering of the car was pretty conventional, with independent suspension at the front using coil springs while at the rear was a live axle and half elliptic leaf springs. The steering gear used a worm and nut system. As standard, the car had a bench front seat but individual seats were available as an option. To allow for the bench seat, the handbrake lever was between the seat and the door. Roots Group made frequent updates to their cars, so the Series II was soon followed by the Series IIa, the main difference being the substitution of the standard Hillman pushrod overhead valve engine for the Singer overhead cam unit, though the new engine was more powerful, developing 56 bhp against 49 bhp. In September 1958 the car became the Series III and received better seats, now enhanced at the front by a folding central arm rest. A new two-tone paint became available with this upgrade. The Series IIIA of 1959 gained small tail fins and a larger windscreen. The engine was upgraded with twin Solex carburettors replacing the single Solex, distinguishing it from the Minx, and lifting output to 60 bhp. Home market cars got a floor gear change and as well as overdrive, Smith’s Easidrive automatic transmission also became an option. The Series IIIB was launched September 1960,. It reverted to a single carburettor which improved fuel consumption and facilitated servicing “in remoter territories”. The IIIB also received a new back axle featuring a hypoid bevel in place of the former model’s spiral bevel. A larger engine of 1592 cc developing 53 bhp was fitted to the July 1961 Series IIIC. The convertible was dropped in February 1962 followed by the estate car in March 1962. There was no Series IV, as this name was intended to be applied to the larger model that emerged as the Hillman Super Minx and Singer Vogue. That was not the end for the model, though, and a Series V was introduced in August 1963. Following a similar change to the Hillman Minx it had an updated body with longer rear doors and no longer having a wrap-around rear window, the front brakes became discs and from 1964 it gained a new gearbox with synchromesh on first gear. The optional Borg Warner automatic got a floor mounted selector lever. The final change came when the Series VI was announced. It had an all new, five-bearing crankshaft engine of 1725 cc at first developing 65 bhp but this was later reduced to 59 bhp. These cars are easily recognised by a chance to the Singer grille, with the top now somewhat flattened and no longer attached to the opening bonnet but fixed to the front panels on opening. Only 1182 of the Series VI were made before the Gazelle was replaced, in 1967 by the “Arrow” based “New Gazelle”. The car seen here is a late model car with the revised roofline.

The first generation Singer Vogue I/II/III/IV models of 1961 to 1966, was a badge engineered version of the Hillman Super Minx. Introduced in July 1961, it was positioned above the Super Minx and Singer Gazelle in the Rootes Group range, and had quadruple headlights as well as a more powerful 66 bhp version of the 1,592 cc Minx engine. The Series II version for 1963 had front disc brakes as standard, changes to the interior, removal of the chrome bonnet strip and a change to amber front indicator lenses. The Series III of 1964 gained six light bodywork and an increase in power to 84 bhp. The final version of this generation, the Series IV was introduced at the 1965 motor show and saw the engine size increased to 1,725 cc although there was no change in power output. The first generation Vogue was offered as a four door saloon and as an estate car.

The Chamois was the luxury version of the Hillman Imp, added to the range in the autumn of 1964, just over a year after the launch of the Hillman versions. It was updated during the 1960s inline with the Imp versions and was deleted in 1970 when the Singer name was phased out.

SKODA

The Škoda 105, Škoda 120 and Škoda 125 were three variations of a rear-engined, rear-wheel drive small family car that was produced by Czechoslovakian car manufacturer AZNP in Mladá Boleslav, Czechoslovakia between 1976 and 1990. Engine sizes were 1.05 and 1.2 litres respectively. The range was face lifted in 1984 with a revised design and engine improvements, together with the introduction of a new 1.3 liter version known as the Škoda 130. The related models followed in 1987 with the Škoda 130/135/136. All 105/120/125 and 130 models known by their Škoda internal reference as Type 742, and the later 135 and 136 models as Type 746. In the UK, the 105/120 models were known as the Super Estelle until 1984, when the face-lifted models were called Estelle Two. In the early 1970s, Škoda had originally intended to produce their successor to the S100/110 as a front-engined front-wheel drive model. However, because of the lack of funding (Škoda had even applied for license in Moscow to produce their new car with a front-engine and front-wheel drive), Škoda was refused a licence and was forced to update the earlier S100/110 saloon models. The main reason Škoda was not granted a licence to produce their new car was because it would have turned out to be a thoroughly more modern car than any other car from the Soviet Union, something which the Russians wouldn’t have been too happy about. At that time, most cars from the Soviet Union had either a front engine driving the rear wheels or a rear engine driving the rear wheels. There was even a front-engined front-wheel drive Škoda 105/120 prototype, which looked almost identical to the rear-engined one. Because imports were banned, Škoda would not have had the proper resources or technology to produce a front-engined car with front-wheel drive. The Škoda 105/120 went into production in August 1976. Despite being basically the same as the previous S100/110 under the skin, the new cars featured a lot of improvements, such as a front-mounted radiator with a thermostatic fan. The heating unit was now inside the dashboard, and the fuel tank was now underneath the rear seat. All models had much the same mechanical specification as the previous models, with a 4-speed gearbox, independent suspension at the front, worm-and-drive steering, and swing-axle rear suspension. An interesting feature found on the 105/120 was the side-hinged bonnet, which opened up like the top of a concert piano. The Škoda 105/120 was initially available in three model forms with a choice of two engines: the 105 S and 105 L were powered by the 1046cc 44 bhp engine, while the 120 L was powered by the 1174cc 49 bhp engine. The 120 LS and 120 GLS models, which had the more powerful 1174cc 54 bhp engine and higher levels of equipment, joined the line-up in 1977 and 1978 respectively. The cars were initially criticised for unpredictable handling “at the limit” but it is unlikely that most motorists would notice anything untoward under normal conditions. The cars continued to win their class with monotonous regularity on international rallies, and were increasingly popular with budget-conscious motorists across Europe. The location of the radiator at the front of the car had the advantage of cooling the engine much more efficiently on the motorway. However, because it was much more complex than in the earlier models, the cooling system was very prone to airlocks, which often led to overheating and even head gasket failure. Rugged and robust vehicles, they were designed for the often poor quality roads of Soviet-dominated Central and Eastern Europe, where the best traction layout of a two-wheel drive car is a significant benefit. They were once a common sight in Czech Republic, Slovakia, Hungary and Poland. Even enthusiasts for the marque would agree that quality control could sometimes have been improved in this era. It was these cars that inspired the famous Škoda jokes, but re-evaluation of the models with the benefit of many years hindsight means that the cars are much more highly regarded today. The existing 105/120 lineup was joined with the 120 LS in 1977. It had a more powerful 54bhp version of the 1174cc engine from the 120 L as well as a higher equipment level. April 1978 saw the arrival of the top-spec 120 GLS as well as the 120 standard model. In March 1981, the 105 GL was added to the lineup. It was mechanically identical to the existing 105 S and 105 L models only it featured the equipment specification of the 120 GLS model. Both the 105 GL and the 120 GLS were given black bumpers and horizontal taillights. In November 1981, the range was supplemented by an attractive Škoda Garde coupé, which was equipped with the 1174 cc, 54 bhp (40 kW; 55 PS) engine from the 120 LS and 120 GLS Saloon models. This had much improved semi-trailing arm rear suspension, and paved the way for the 130-136 models of the late 1980s. The later coupé Škoda Rapid was a facelifted version of Škoda Garde. In November 1982, the 105 SP and 120 LE were added to the range. The 105 SP essentially a commercial version of the 105 S, having no rear seats and no glass just solid metal in the rear doors; it was only available in Czechoslovakia, sometimes used for postal delivery. The 120 LE was identical to the 120 L but with a modified top gear ratio to improve fuel economy (hence ‘E’ for Economic). The Škoda 130 models followed in 1984 and introduced many improvements into the existing 105/120 range. The very first Škoda 130 models were introduced in August 1984, shortly after the earlier Škoda 105/120 models were given a mild revamp. Developed from the earlier Škoda 105/120 models (some of which continued [alongside the Škoda 130 models] in production, like the 105S, 105L, 120L, 120GL, 120LS, 120LX and 120GLS), the 130 series used a new 1289 cc engine (which produced 58 bhp, and which was just an enlarged version of the 1174 cc engine used in the 120 series); this 1289 cc engine also saw use in the car’s successor, the Škoda Favorit. In addition, the rear suspension was now redesigned to a semi-trailing arm layout, and the track of the car was widened to 55 inches (1395 mm). 5 speed gearboxes and “four pot” front brake disc calipers were other updates. The new models countered the earlier criticism that had been made in some quarters of tail-happy handling, with the prominent UK motoring magazine “Autocar and Motor” remarking in 1988 that the new 136 Rapid model “handles like a Porsche 911”. In 1987, with the introduction of the new Škoda Favorit, the Škoda 105/120 series was trimmed to just the 105 L, 105 SP, 120 L and 120 GL. The 125 L (which was identical to the 120 L but with a 5-speed gearbox) was added in October 1988 and was the final model to evolve from the 105/120 series. From 1989 onward, production of the 105/120 series was gradually wound down as production of the Škoda Favorit progressed. Production of the 105 SP had ended in July 1988, followed by the 105 L and 120 GL in January and November 1989. The 120 L and 125 L (the last remaining models of the 120/125 series) were finally discontinued in January 1990. After a production run of fourteen years, which included a total of 1,961,295 cars (counting just the Škoda 105/120/125 series cars alone), production of the 120 L and 125 L (the last remaining models of the Škoda 120/125 series) ended in January 1990.

STANDARD

Oldest Standard car here was this Model 5 from 1913.

An important car not just for Standard, but also for generating significant export revenue, the Vanguard was launched in 1948, the first all new British design produced after the war. It replaced all the pre-war models, production of which had restarted in 1946. The fastback styling of the first models aped American designs of the era leaving little doubt where it was intended to sell the car. As well as the fastback saloon and estate models, a pick-up was offered for the Australian market. The Phase 2 came along at the Geneva Motor Show in March 1953. Not so much a new model as an extensive re-design, keeping the same front end but with a contemporary Ponton, three-box design “notch-back” design, which provided 50% more luggage space and improved rear visibility. Mechanically there were few changes, and the design was produced for a couple of years, including, from 1954 with the option of a diesel engine, the first British car to do so. The third phase Vanguard, launched in 1955 would be very different.

The Phase III, released to the market for the mid-October 1955 Earls Court Motor Show, was a radical change with the elimination of the separate chassis. There was an overlap in availability of the old model with the Phase II estate continuing into 1956. UK fuel was no longer restricted to the 72 octane “Pool petrol” of the 1940s and early 1950s, and with the modest increases in available octane levels, the Vanguard’s compression ratio was increased to 7.0:1. The 2,088 cc engine with its single Solex downdraught carburettor now produced 68 bhp. The front suspension was independent, using coil springs, and was bolted to a substantial sub-frame which also carried the recirculating ball steering gear. Semi-elliptic leaf springs were used on the rear axle. Lockheed hydraulic brakes with 9 in (229 mm) drums were fitted front and rear. The three-speed gearbox had a column change and the optional overdrive was operated by a switch on the steering column. A four-speed floor change became an option. The new body was lower and had an increased glass area, making it look much more modern, and the old two-piece flat windscreen gave way to a one-piece curved design. The wheelbase increased by 8 in (203 mm), giving much better passenger accommodation. A heater was now a standard fitting. Bench seats were fitted in front and rear with folding centre arm rests. They were covered in Vynide, with leather available as an option. The car was lighter than the superseded model, and the gearing was changed to deliver better economy with performance virtually unchanged. The car was updated during the 1950s but by the time it was replaced it 1963 it definitely like a car from a prior era.

In 1958 Standard presented the Atlas, their contender in the growing but (in Britain) increasingly crowded small van sector. It was a competitor for BMCs venerable J-Type and the much more modern Morris J2, as well as for the Ford Thames 400E and the market leading Bedford CA. For some export markets, notably Canada and the U.S. the Standard Atlas was badged as a Triumph, reflecting the value of the brand recognition achieved for the Triumph by their sedans and sports models. Light vans in Britain were at this time frequently identified by their maximum permissible gross payload, and the Atlas was often advertised simply as the Atlas 10 cwt or the Atlas 12 cwt, reflecting allowable load weights (including a driver) of 500 kg and 600 kg. In addition to the panel van, a pick up truck version was also offered. Both hinged doors and sliding doors were offered as was a middle side door. There was also a small flatbed truck version which had rear hinged doors. Like its competitors, the Atlas shared its engine with a passenger car from its manufacturer’s range. In this case the engine in question was firstly the 948 cc petrol engine from the Standard Ten, which was installed under a cowling between the driver and passenger, and delivered power to the rear wheels. In this form the van was very slow. That was addressed in 1961 when it became possible to specify the van with a 1,670 cc petrol. The larger dimensions of this engine meant that the chassis had to be enlarged and the cabin design rearranged. At the same time the smaller engine was enlarged to 1,147 cc. When the Standard Company was blended with British Leyland in 1964/5 the Atlas vans were then badged as Leyland 15 and Leyland 20, and were now provided with the Standard 2,138 cc petrol engine that also powered the Triumph TR4. Payload limits had also been raised to 15 cwt (750 kg gross) and 20 cwt (1000 kg gross). It was now also possible to order the van with a diesel engine. The unit in question was a 2,260 cc 60 bhp unit from Massey Ferguson who also installed it in tractors. In 1963 Standard was acquired by Leyland Motors Limited and for 1964, the van was renamed Leyland 15 / Leyland 20 (according to capacity). In 1968, Leyland merged with the British Motor Corporation to form the British Leyland Motor Corporation, and the van was taken out of production in order to avoid direct competition with a range of vans such as the Morris JU 250, now produced by the same company.

Introduced initially as the Eight, it was launched in 1953 as a replacement for the Triumph Mayflower. Deliberately designed to be cheaper in every way, the first cars were extremely basic, though they were the cheapest four door car on sale at the time, listing for £481 at launch. They were too basic, as it turned out, and gradually, some of the features which the market considered important, such as an external boot lid and a passenger sun visor were added, and a more powerful engine appeared making the Ten, which arrived in 1954. A posher model, called the Pennant was added to the range in 1957, sporting traces of the then fashionable tail fins in an attempt to modernise the styling appeal, along with two tone paintwork. A very practical Estate model was also offered, called the Companion. In the 1950s, estate cars were regarded as largely being the preserve of the commercial traveller for whom luxury certainly did not seem to matter. Standard adapted their small car to produce the Companion, which was unusual among its competitors for having four passenger doors. The model was replaced by the Triumph Herald in 1959.

STAR

STUDEBAKER

This is a Model 33, dating from 1933.

One of the most elegant American cars of its era, without question, was the Studebaker Hawk, a late 1961 example of which was to be seen here. The Hawk rage was introduced for the 1956 model year, with more versions available from 1957, by which time there were four models: the pillared Flight Hawk and Power Hawk, and the hardtop Sky Hawk and Golden Hawk. These were all offered until 1959. The same basic car was produced for two more years, 1960 and 1961, simply as the Studebaker Hawk. The Hawk were an evolution of the Raymond Loewy styled Champion model which had been introduced in 1953, and the two lower models in the four-model Hawk range in 1956 carried forward the Champion 185 cu. in., six-cylinder 101 hp powerplant whilst the Power Hawk used the Commander’s 4.2 ltire V8. The Silver Hawk came in two differently-engined models with either the Champion six or the 289 cu. in. (4.7 litre) President V8 engine delivering 210 HP from the two-barrel and 225 HP from the four-barrel with dual exhaust. In appearance, the Silver Hawk was somewhat plainer in appearance than the Golden Hawk, the senior of the two Hawk models in 1957–1958. There was a little bit less chrome, no supercharger or bulge in the bonnet, and a simpler two-tone paint scheme was adopted — simply one colour below the chrome belt line and another above, but unlike the Golden Hawk, the lower colour included the fin. Some dealers painted the fin only, and sometimes the boot lid recess and or the left and right “side grills” were painted in a contrasting Studebaker colour. These usually matched the interior, some were Blue, Gold, Red or Black and were actually better looking according to many owners than the factory two-tone paint scheme. In the midst of a financial crisis at Studebaker after a disastrous recession-year performance in 1958, the Golden Hawk was dropped; the Silver Hawk, which had sold somewhat better, was retained in the lineup. For 1959, the Silver Hawk became the only Hawk model in production, largely because Studebaker dealers wanted a glamorous flagship model as a dealership draw. Those customers would more than likely walk out with Studebaker’s last-ditch hope, the new Lark compact. In fact, the Silver Hawk was the only non-Lark model kept. Changes for 1959 included new tailfins, with the “Silver Hawk” script moved to the fins instead of on the boot lid (where new individual block letters spelling out STUDEBAKER were placed), with a new Hawk badge in between the two words. The parking lights moved to the side grilles from the front wings, chrome mouldings around the windows (from the 1953–1954 models) similar to the Golden Hawk were added, and the interior was somewhere in between the two former models’ levels of luxury. Two-tone paint was discontinued for all U.S. orders, though it was still available for export. Under the bonnet, buyers could choose the newly-shrunken (to pre-’55 size) 90 HP 2.8 litre six or the 4.2 litre V8 of 180 or 195 HP (depending on the choice of carburettor). The 289 was no longer available. The 1959 model year was Studebaker’s first profitable year in six years, thanks mostly to the Lark, and the rising tide of sales lifted the Silver Hawk, which sold 7,788 examples. For 1960, Studebaker dropped the Silver part of the name, leaving “just plain” Hawk. Largely unchanged externally from the 1959, internally, the major change was the return of the 289 cubic inch (4.7 litre) V8 last used in 1958. This was the only engine available for U.S. orders in both 1960 and 1961, the last year of the finned Hawk. Some six-cylinder and 259 cu in (4.2 litre) V8 models were built for export markets. The 1961 models saw the limited return of a second paint colour, beige, in a stripe along the base of the fin between the two lower mouldings. Interiors gained the option of wide, comfortable bucket seats; customers could opt to team their 289 V8 with a new four-speed Borg-Warner manual transmission, the same model used in the Chevrolet Corvette. The Hawk was replaced for 1962 by the restyled Gran Turismo Hawk.

Lark Sedan

SUNBEAM

The Sunbeam-Talbot 2 Litre is an automobile which was manufactured by Sunbeam-Talbot in the United Kingdom from 1939 to 1948. It was offered in 4-light sports saloon, foursome drophead coupé and 4-seater sports tourer body styles as well as a sports 2-seater. Production was suspended due to the Second World War and was resumed in 1945. The 2 Litre utilised the styling and chassis of the Sunbeam-Talbot Ten with a wheelbase which was 3½ inches longer than the Ten. It was fitted with the 1944cc four cylinder sidevalve engine from the Hillman 14, that unit producing 52 bhp in its original form with improvements after the war increasing the power output to 56 bhp. The 2 Litre was fitted with Lockheed hydraulic brakes. 1,306 examples of the 2 Litre had been produced by 1948, in which year it was replaced by the Sunbeam-Talbot 90.

This car was launched in 1938 as the Sunbeam-Talbot Ten in 1938 and then reintroduced after the Second World War and sold between 1945 and 1948 before being replaced by the better known Sunbeam-Talbot 80 and 90. It was sold as a fixed head saloon, or, as seen here, a Drophead Coupe. It was one of the first products of the new Rootes Group strategy that came into effect after the British piece of the Sunbeam-Talbot-Darracq business had fallen into the hands of Rootes in 1935. The idea of the new owner’s strategy was to use the prestige of the Sunbeam-Talbot name for selling larger numbers of lower priced cars than hitherto. In reality, the Ten was a stylishly rebodied version of the company’s existing middle market saloon, the Hillman Minx. The saloon featured the streamlining increasingly characteristic of mainstream British cars in the later 1930s, along with “stand-alone” headlights. Power came from a 1185 cc side-valve engine for which 41 bhp of power output was claimed. All four wheels were suspended using semi elliptical leaf springs. Top speed was quoted as 68 mph. The car seen here dates from 1946.

The Sunbeam-Talbot 90 was a compact executive car produced and built by Sunbeam-Talbot from 1948 to 1954 and continued as the Sunbeam Mk III from 1954 to 1957. The car was launched in 1948 along with the smaller-engined Sunbeam-Talbot 80 but many features dated back to the pre war Sunbeam-Talbot 2 Litre. The body was completely new and available as a 4-door saloon or 2-door drophead coupe. The saloon featured a “pillarless” join between the glass on the rear door and the rear quarter window. The car went through three versions before the name was changed to Sunbeam Mk III (without “Talbot”) in 1954. The original version had a 64 bhp 1,944 cc side-valve four-cylinder engine derived from a pre-war Humber unit carried over from the Sunbeam-Talbot 2-Litre. The chassis was derived from the Ten model but with wider track and had beam axles front and rear and leaf springs. The brakes were updated to have hydraulic operation. Saloon and Drophead coupé bodies were fitted to the chassis and the rear wheel openings were covered by metal “spats”. 4000 were made. The Mk II got a new chassis with independent front suspension using coil springs. The engine was enlarged to 2267 cc. The increased engine block capacity was shared with the company’s 1950 Humber Hawk, but in the cylinder head the Humber retained (until 1954) the old side-valve arrangement. The Sunbeam’s cylinder head was changed to incorporate overhead valves, giving rise to a claimed power output of 70 bhp compared with only 58 bhp for the Humber. The favourable power-to-weight ratio meant that the Talbot could be “geared quite high” and still provide impressive acceleration where needed for “quick overtaking”.The front of the Talbot 90 body was modified; the headlights were higher and there were air inlet grilles on either side of the radiator. 5493 were made. Clming in 1952, the Mk IIA had a higher compression engine raising output to 77 bhp.To cater for the higher speeds the car was now capable of, the brakes were enlarged and to improve brake cooling the wheels were pierced. The Talbot MkIIA coupe/convertible is regarded as the rarest of the Sunbeam Talbots. The rear wheel spats were no longer fitted. 10,888 were made. From 1954 to 1957 the car continued, but without the Talbot name and was marketed as the Sunbeam MkIII and badged on the radiator shell as Sunbeam Supreme. The drophead coupé was not made after 1955. There were some minor styling changes to the front with enlarged air intakes on each side of the radiator shell and three small portholes just below each side of the bonnet near to the windscreen. Duo-tone paint schemes were also available. Engine power was increased to 80 bhp and overdrive became an option. Approximately 2250 were made.

The first Sunbeam to bear the Alpine name was an open-topped version of the Sunbeam-Talbot 90 sports saloon, named after the model’s success in rallying, especially the Monte Carlo rally, launched in 1953. Kenneth Howes and Jeff Crompton were tasked with doing a complete redesign in 1956, with the goal of producing a dedicated sports car aimed principally at the US market to compete with the MGs and Triumphs that were very popular. Ken Howes contributed some 80 per cent of the overall design work, which bears more than incidental resemblance to the early Ford Thunderbird, hardly a surprise, as Howe had worked at Ford before joining Rootes. The Alpine was produced in four subsequent revisions until 1968. Total production numbered around 70,000. Production stopped shortly after the Chrysler takeover of the Rootes Group. Styled by the Loewy Studios for the Rootes Group, the “Series” Alpine started production in late 1959. One of the original prototypes still survives and was raced by British Touring car champion Bernard Unett. The car made extensive use of components from other Rootes Group vehicles and was built on a modified floorpan from the Hillman Husky estate car. The Series I used a 1,494 cc engine with dual downdraft carburettors, a soft top that could be hidden by special integral covers and the first available wind-up side windows offered in a British sports car of that time. The running gear came mainly from the Sunbeam Rapier, but with front disc brakes replacing the saloon car’s drums. An overdrive unit and wire wheels were optional. The suspension was independent at the front using coil springs and at the rear had a live axle and semi-elliptic springing. The Girling-manufactured brakes used 9.5 in discs at the front and 9 in drums at the rear. An open car with overdrive was tested by The Motor in 1959. It had a top speed of 99.5 mph and could accelerate from 0–60 mph in 13.6 seconds. A fuel consumption of 31.4 mpg was recorded. The test car cost £1031 including taxes. 11,904 examples of the series I were produced. The Series II of 1962 featured an enlarged 1,592 cc engine producing 80 bhp and revised rear suspension, but there were few other changes. When it was replaced in 1963, 19,956 had been made. The Series III was produced in open and removable hardtop versions. On the hardtop version the top could be removed and the soft-top was stored behind the small rear seat; also the 1592 cc engine was less powerful. To provide more room in the boot, twin fuel tanks in the rear wings were fitted. Quarter light were fitted to the windows. Between 1963 and 1964, 5863 were made. For the Series IV, made in 1964 and 1965, there was no longer a lower-output engine option; the convertible and hardtop versions shared the same 82 bhp engine with single Solex carburettor. A new rear styling was introduced with the fins largely removed. Automatic transmission with floor-mounted control became an option, but was unpopular. From autumn 1964 a new manual gearbox with synchromesh on first gear was adopted in line with its use in other Rootes cars. A total of 12,406 were made. The final version was the Series V, produced between 1965–68 which had the new five-bearing 1,725 cc engine with twin Zenith-Stromberg semi-downdraught carburettors producing 93 bhp. There was no longer an automatic transmission option. 19,122 were made.

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.

TALBOT

There were some nice examples of the Sunbeam Lotus here, in both of the colour schemes in which the car was offered. The first ones were black and silver and the later ones, with a revised flush plastic grille were two tone blue and silver. The Sunbeam started off life as a Chrysler, launched in 1977, as the long awaited replacement for the Hillman Imp, production of which had ended a year earlier. Based on a cut-down version of the Avenger chassis, this neat looking hatch was initially offered with a choice of 1.0, 1.3 and 1.6 litre 4 cylinder engines and it retained rear wheel drive at a time when all the rivals were switching front wheel drive This was a move forced upon its maker by the lack of capital to do anything else, but whilst it was not great for space efficiency, it would have an advantage when it came to the sporting versions and indeed for what would turn out to be a very successful career in motorsport. The sporting road cars hit the market in 1979, and these are the only examples of the Sunbeam that you tend to see these days. By the time they hit the market, the Chrysler badging had gone, as a consequence of the sale of Chrysler’s European business to Peugeot-Citroen in the summer of 1978 meant that by mid 1979 a new name was required. The old Talbot branding was dusted off and overnight the cars all became Talbots. The first potent Sunbeam to appear had been the Ti, a sort of modern day version of the Avenger Tiger, with a 110 bhp twin carb 1600cc engine under the bonnet. It went on sale in the spring of 1979, as an appetiser for something more special, which had been unveiled at the Geneva Show in March, a few weeks earlier. The Sunbeam Lotus was the fruits of Chrysler’s commission to sports car manufacturer and engineering company Lotus to develop a strict rally version of the Sunbeam. The resulting ‘”Sunbeam Lotus” was based on the Sunbeam 1.6 GLS, but fitted with stiffer suspension, a larger anti-roll bar and a larger transmission tunnel. The drivetrain comprised an enlarged 2172 cc version of the Lotus 1973 cc 907 engine, a 16 valve slant four engine (the Sunbeam version being type 911, similar to the “Lotus 912”), along with a ZF gearbox, both mounted in the car at Ludham Airfield, close to the Lotus facility in Hethel, Norfolk, where the almost-complete cars were shipped from Linwood. Final inspection, in turn, took place in Stoke, Coventry. In road trim, the Lotus type 911 engine produced 150 bhp at 5,750rpm and 150 lb/ft of torque at 4,500rpm. In rallying trim this was increased to 250 bhp Production cars were not actually ready for deliveries to the public until after the mid-year rebranding, and thus became the “Talbot Sunbeam Lotus”. At first these were produced mostly in black and silver, although later models came in a moonstone blue and silver (or black) scheme. The car saw not only enthusiastic press reviews, but also much success in the World Rally Championship – in 1980, Henri Toivonen won the 29th Lombard RAC Rally in one, and, in 1981, the Sunbeam Lotus brought the entire manufacturer’s championship to Talbot. There is an enthusiastic following for Sunbeam Lotus cars these days.

Also here was the prototype for the car produced in 1977.

TEAL

This Teal is a Type 35 Bugatti replica, of sorts. The story of the Teal is quite involved story, and it probably takes longer to tell than it does to list the number of products that got made. The first Teal, then called a Worsley, was designed by Ian Foster on the back of several fag packets in the bar of The Pack Horse Inn at Affetside, Bury in 1983. Ian had been a chassis designer for Daimler (including the Daimler Dart) before setting up his own business, Trafford Brake Services, in Patricroft, Eccles, near Manchester. The story goes that at the Pack Horse one night in 1983, Alan Hunter told his friends Ian Foster and Tony Rogers, a part time motor-sport driver, that he had just flown back from America, where he was on business for Mitchell Shackleton Ltd, a large engineering company making marine crankshafts, and that at Los Angeles airport, he had seen what he thought was a Bugatti Type 35, but in fact the brochure which Alan had picked up revealed this to be a rear-engined VW-based fibreglass kit car replica. The glorious Bugatti-style bonnet was,of course, empty. Ian then described on the ‘fag packets’ how an effective, strong chassis for a front-engined Bugatti replica could be designed to make use of the good GRP bodywork available. Alan listened in silence, then asked quietly: ‘would that work?’ When Ian and Tony both chorused ‘yes!’, Alan told them he would collect £330 off each of them the following week, and he would bring a body kit back from America! Within six weeks the kit of excellent GRP bodywork had arrived from the USA. Ian took accurate dimensions, the trio persuaded a Heywood fibreglass boat-builder to produce a mould and commence production, and Alan Hunter had the first 12 chassis welded up at Mitchell Shackleton Ltd to Ian Foster’s measurements. They were delighted with the result. Publicity was required to sell the new car, and Tony Rogers felt that the original Tudor courthouse in Worsley, Manchester, would make a suitable backdrop for photos. Brochures giving the Worsley’s spec were produced. In mid 1983, Granada TV’s Look North ran a piece, and the Worsley was launched. From mid-1983 Worsley cars were built at Trafford Brake, Patricroft, Eccles on a very strong twin-ladder box steel chassis with extensive triangulation to enhance rigidity. The GRP bodywork was well moulded in five sections, Morris 1.3 or 1.8 litre engines were fitted, and Morris Marina running gear/brakes were used with the smaller 8-spoke wheels. The first 8 cars were called Worsleys; but Ian remembered from his days with Daimler that in Brummie slang a ‘worsley’ meant a Friday car – a duff one, so a search started for a new name. At this time Ian was running his main business Trafford Brake, and he had also linked up after the February 1984 Target Motor Trade Show in Birmingham with Mike Alderson from Hampshire, who with Bob Buckley of Thistledown Engineering became his southern sales agents. After a bit of midnight oil burning, and some long distance phone calls, it was decided that the new car would be called TEAL, which has been variously described as standing for Trafford Engineering Automotive Limited; Trafford Engineering Automobiles Limited; Thistledown Engineering Automotive Limited; Trafford Engineering Associates Limited. Whichever it really is, the cars became TEALS; Mike Alderson had the new Teal badge rapidly designed and manufactured in Andover. He fitted the badge to the Teal which he had picked up from Ian in Birmingham, and had driven in leathers, flying helmet and goggles with Bob Buckley through a frozen March 1984 day first to Cirencester to thaw out in front of a hotel log fire, then on to Hampshire to appear on Southern TV at Southampton with the Teal in the studio , the first recorded long-distance drive of a Teal. The summer of 1984 was hectic at Teal. The car had appeared in Autocar magazine of March 1984, formed the front cover of Kit Car magazine July 1984, with a comprehensive report by Ian Hyne, had been on television twice, displayed at the Birmingham NEC (July 1984) and queries were coming in from all over the world. By July 84 eight Teals had been built, some at Eccles and some as kits, and Mike Alderson in Hampshire put in orders for eight more completed cars for clients in the South. The question now was could Teal cars cope with the rapid throughput of orders? The Teal kit price in the summer of 1984 for chassis and body was £3000 with 3 weeks delivery; the completed, drive-away car was £5700 and 12 weeks delivery quoted. Meanwhile Ian Foster was trying to run his own business at Trafford Brake, and was being pressed in 1984/85 to carry out a range of modifications to increase the sophistication and the appeal of the original Teal. He was also trying to arrange a move of Trafford Brake to Burscough. Something had to give, and in 1985 after about 30 GRP Teals had been manufactured in all, several going to the Continent, Ian Foster decided to sell Teal Cars – he discussed it with Mike Alderson in Hampshire, but in the end Teal Cars was purchased by Bob Jones in March 1986. Bob, redesigned the chassis, replacing the GRP body with an all- aluminium skin, developing the design through the late 1980s and 1990s using a steel box chassis of great strength and rigidity, hand-wheeled aluminium boat-tail and louvred aluminium bodywork, refining the styling of the Teal to look very much like an original Bugatti T35A, but larger. A real Type 35 is quite small, with only a 2.40 metre wheelbase and 1.20 metre track; in the Teal T35 the wheelbase has been increased by 40cm, and the track by 20 cm, providing a footprint nearly 40% bigger on the ground – a much more comfortable size to drive on contemporary roads. The large 18 inch wire wheels from MWS (Motor Wheels Services) were now used, and Bob lowered the centre section of the chassis to provide improved handling, and a much more purposeful stance which is particularly evident in the Type 35B. The cars were built at Harrowby Mill near Bolton and near Altrincham in Cheshire, and could be purchased complete and ready to drive from the ‘works’, or in the kit form of chassis, suspension, wheels, bodywork and trim for assembly at home, thereby avoiding tax. Nearly all 2-seater Teals have no hood, but most owners do have a tonneau and a wind-blown complexion. The standard engine options were BMC 1700 or 1800cc/MGB 4-cylinder motors, but later there cars also came with 2.0 or 2.5 litre Triumph straight six options. Fiat-Lancia 2.0 twin cam engines have been used in the Teal T35, as well as Rover 2.6 litre straight sixes, Nissan motors and, in the strengthened Teal T35B, even the Jaguar 3.4 or 4.2 litre straight 6 engines. The Teal is also seen in a four-seater Tourer version, with ‘proper’ windscreen and hood, ideal for the sporting family motorist – or those who need to carry lots of baggage. In 1996 Bob Jones sold the Teal Type 35 designs to Norman Durban of Bisley, Surrey, but they agreed that Bob should complete all existing orders, which resulted in Bob building Teals and Teal kits until early 1998. Norman Durban, with his son, has competed in his interesting Teal T35 ‘April’ (from the registration number RPA1L) in the Liege-Roma-Liege Rally on the Continent. It is hoped by many Teal enthusiasts that production of the further-developed Teal Type 35 might restart, but that does not appear likely. In December 2010 The Teal Owners’ Club purchased the rights to the name Teal, and the right to manufacture all Teal cars except the Type 59 (Ted Riley). It also purchased the bucks for the Teal Type 35 mudguards, radiator, bonnet and boat tail. These days you can buy one for a few thousand £, though the very best cars have sold for around £35,000, an astonishing figure, though of course this is a fraction of the price of a genuine Bugatti Type 35.

THUNDERBIRDS

For someone with a serious case of 1960s nostalgia or just with a love of being seen, this replica of the Thunderbird 2 could be exactly what you need. It’s currently on sale for £34,995. You could even go camping in it. Thunderbirds was a UK-born science-fiction television series that originally ran from 1965 to 1966 and for many years after that in syndication around the world. It was about a family who used wild vehicles for international rescues. What really set the show apart was that all of the characters were marionettes, giving them very weird looking movement. Thunderbird 2 was the team’s massive air transporter (see it in action in the clip above). This builder took a 1994 Toyota Previa MPV and created an eye-catching replica. The custom body is all metal and wears a vibrant shade of green paint with yellow highlights. The windscreen is gone, and there’s now an array of tiny windows in front. A little wiper sits above two of them. Fairings hide the front and rear wheels, and three fake jet exhausts point out of the back. A gullwing door on each side allows entry into the cabin. The interior is entirely green, which might be taking things too far for our eyes. The rearview mirror is now useless because the rear window is gone. The seller reports there’s a rearview camera, though. A bed in the back lets the new owner take this weird rig on longer adventures. A roof-mounted DVD player and sound system provide some entertainment while camping. The powertrain remains the Previa’s stock setup of a mid-mounted 2.4-litre four-cylinder and automatic gearbox. The rear shows number plates suggesting this odd machine is road legal.

TICKFORD

This stand showed the varied products of Tickford from the 1980s, some of which it is better known from this long-established company than others.

Launched in October 1983, the Tickford Capri used a turbocharged 2.8 Injection Cologne engine which developed 205 hp, allowing it to reach 60 mph in 6.7 seconds and 100 miles per hour in 18.5 seconds, topping out at 137 mph. This version also featured a luxury interior with optional full leather retrim and Wilton carpeting and headlining, large rear spoiler, colour-coded front grille, deeper bumpers and ‘one off’ bodykit designed by Simon Saunders, later of KAT Designs and now designer of the Ariel Atom. Rear disc brakes were standard on the Tickford, which featured numerous other suspension modifications. This model was essentially rebuilt by hand by Tickford at approximately 200 hours per car. It sold only 80 units. One problem was the relative price difference to the standard Capri Injection, with the Tickford version costing twice as much. What is thought to be the last Capri registered in the UK is a white Tickford registered on 11 September 1991 with the registration number J4AJA.

Tickford was also responsible for the Maestro Turbo and Ford Sierra RS Cosworth and these cars were also on the stand.

Tickford were also behind the Cavalier Calibre. It is over 35 years this year since the launch of the Mk 2 Cavalier, a model which marked the introduction of front wheel drive and the availability of a hatchback to a market segment that was still very conservative in its taste. That the new car was head and shoulders above all its rivals was very evident very quickly, with lusty 1.3 and 1.6 litre engines making it good to drive just adding to the appeal. The range expanded with the more luxurious CD version arriving in late 1982, at which point a five speed gearbox became an option, and a 1.8 litre injected engine added some spice to the SRi version which every 1.6L driver aspired to. Diesels came in 1983 and there was also a practical Estate model in the UK (but not the rest of Europe) which used pressings developed for the Australian Holden Camira version. An open topped model was offered later. A mild facelift in 1986 was enough to keep the car fresh until its replacement by the more rounded and aerodynamic looking Mark 3 in 1988, but somehow it never quite hit the same spot, and GM have struggled ever since to find the same appeal as this car did. Seen here was one of the Calibre versions which were a conversion done by Tickford. 500 cars were produced with the engine from the SRi 130 and a 5 speed close ratio box. All were produced in Carmine Red with Grey Chicago velour trim. The bodywork was a joint design by Tickford and Irmscher. The price new was £13,127 It is believed that just 5 are left on the road.

TOYOTA

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.

Another surprise sighting was this Crown 2600. Launched in February 1971, the 4M 2600 engine was introduced with this fourth generation model to bear the Crown name, as was the luxurious Super Saloon trim level, followed by the Super Deluxe and Deluxe. The top of the line Royal Saloon was first introduced in the face-lifted Crown from 1973, adding luxury features from the Century limousine. As was common at the time, there were far more variants available on the domestic market than we ever saw in Europe. We did, however, get all three bodystyles, a saloon, practical estate and pillarless coupe. European spec cars came with the 2600cc engine and were very well equipped especially compared to market rivals. The cars were reliable, but not seen as that good to drive, so found only limited success against such cars as the Ford Granada and Volvo 140 and 240 series. A fifth generation model arrived in 1975.

Quite a rarity now, this is a Starlet. The 60 series, introduced in February 1978, was better known than the first, being the first to be extensively sold outside Japan, being imported to Europe, including the United Kingdom, from 1978, by which time superminis were soaring in popularity, though unlike most of its rivals, it had rear wheel drive. It was offered with a 993cc, 1,166cc or 1,290 cc. Three- and five-door hatchbacks were offered in export markets, although a longer five-door wagon variant (also known as the “Van” in the Japanese market) was sold in Japan and certain Asian and European markets. The Van arrived in October 1978. In Japan, the Starlet was only available with the larger, 1.3 litre, engine once it had been introduced, excepting the Van model which retained the smaller, 1.2 litre, 3K-HJ type. The 60 series Starlet was the first Toyota passenger car to utilise rack-and-pinion steering. Suspension on 60 series Starlets is in the form of MacPherson front struts accompanied by four link rear suspension with coil springs for hatchback models and leaf spring suspension on van models. Trim levels were Standard, De Luxe (also known as DX in some markets), GL, XL, S, Si, Sprint, SE and Lisse, though Europe only saw a couple of these. Si models have a fuel injected 4K-E engine. Sprint models include a tachometer, five-speed (K50) transmission, 1,290 cc (4K) engine and a different, “racy”, interior compared to other models. Sprint models also feature Toyota Sports Handling Suspension and the external trimming on the car is clipped into place, as opposed to being glued on as in other models. Sprint models also include the same alloy wheels as featured on early AE86 Corollas. Japanese market models did not generally have self-retracting rear seatbelts. Japanese and New Zealand market models have 203 mm front brake rotors, as opposed to many other markets receiving Starlets with 228 mm front brake rotors. In 1980, the Starlet was facelifted to include square headlights and a second facelift followed in 1983 to incorporate a slant nose front end, and a lower hatch opening. A third generation model, switched to front wheel drive, arrived in Europe in mid 1985.

This is from the fourth generation of the Celica. In August 1985 the Celica was changed completely. It was an all-new vehicle with front wheel drive, a rounded, flowing body and new 2.0 litre four-cylinder engines, which arrived in Europe around the turn of 1985/86. The Celica was no longer built on the Toyota A platform, and instead realigned with the Toyota T platform underpinning the Toyota Corona. The Toyota A platform was now exclusive to the Toyota Supra. The coupe bodystyle in Japan was used only for the Corona coupe, sold only at Japanese Toyota dealerships Toyopet Store without the retractable headlights. An optional feature only offered on the Corona coupe was four-wheel steering, not shared with the Celica during this generation, however, the turbocharged engine on the Celica was not installed in the Corona coupe. Toyota introduced the “ultimate Celica”, the GT-Four (ST165) onto the Japanese market in October 1986. With full-time all-wheel drive, including an electronically controlled central locking differential, and a turbocharged version of the GT-S 2.0 L engine producing 190 hp (3S-GTE), it immediately took its place as the flagship of the Celica range and became the official Toyota rally car for all years of production. The GT-Four, with a revised viscous coupling central locking differential, began export in 1987 (1988 US model year) and marketed in North America as the All-trac Turbo. It was rated at 190 bhp and 190 lb/ft (258 Nm). The All-trac system was also offered for a limited time on the Camry, and Corolla in North America without the turbo, as well as the normally aspirated and supercharged Previa. The ST165 chassis design was quite acclaimed in its time. Toyota chose not to make any drastic suspension changes for the AWD GT-Four. The front suspension comprises MacPherson struts with an anti-swaybar and strut tower brace, while the rear employs struts with a trailing link and twin lateral links per side plus an anti-rollbar. The ST165 GT-Four made its World Rally debut in the 1988 Tour de Corse and finished 6th. The first victory came in 1988 Cyprus (non-WRC), and the first WRC victory in 1989 Rally Australia. The next generation model arrived in 1989.

In October 1993, Toyota launched the sixth-generation Celica. The styling of the new model was acclaimed by most publications as “Supra-esque” with four round headlights and also had a visual resemblance to the Soarer introduced in 1991. Celicas were available in either notchback coupe or liftback form, the convertible would come later. New safety equipment in the form of driver (and then later passenger) airbags were standard in most markets, and anti-lock brakes were available on all models. Many Celicas also sported CFC-free air conditioning. Engine choices and model trims varied by market. The UK received ST and GT models initially, with the 3 door liftback being the only bodystyle offered. It was not long before the GT-Four version joined the range. This ST205 version was to be the most powerful Celica produced to date, producing 239 bhp in export guise from an updated 3S-GTE engine. Influenced strongly by Toyota Team Europe, Toyota’s factory team in the World Rally Championship, the final version of the GT-Four included improvements such as an all-aluminium bonnet to save weight, four-channel ABS (with G-force sensor), an improved turbocharger (incorrectly known by enthusiasts as the CT20B), and Super Strut Suspension. The 2500 homologation cars built to allow Toyota to enter the GT-Four as a Group A car in the World Rally Championship also sported extras such as all of the plumbing required to activate an anti-lag system, a water spray bar for the intercooler’s front heat exchanger, a water injection system for detonation protection, a hood spoiler mounted in front of the windscreen to stop hood flex at high speed and the standard rear spoiler mounted on riser blocks. The car proved to be quite competitive in the 1995 World Championship. However, the team was banned from competition for a year after the car’s single victory due to turbocharger fixing – a device that meant there was no air path restriction on the intake – when the jubilee clip was undone this would flick back into place so as to go un-noticed by inspectors. Toyota has always claimed that they knew nothing of the fix – but opponents say it was one very cleverly engineered device.[16] In some respects this car is a true sports car; in order to qualify for rallying it has a lot of special features and a unique strut arrangement. The fourth-generation convertible was introduced in 1994. Built off of the GT coupe, the conversion took place in the ASC facility in Rancho Dominguez, California. The vehicle arrived in the US as a partially assembled vehicle. At ASC, the roof was removed and a three-layer insulated and power-operated top was installed, producing a vehicle that was virtually water and windproof. In August 1995, minor changes were given to all Japanese market Celica Liftback models, and the SS-III was added into the line up. All models received new rear combination lamps, and if fitted, the new style rear spoiler. The front drive models received new a front bumper design. The SS-III came with standard Super Strut Suspension and side aerodynamic rocker panels. The GT-Four also got side rocker panels, restyled rear spoiler, and new alloys. In January 1996, facelift was given to the Japanese market Celica convertible. The 1996 Celica for export market received the same front restyling as the Japanese models, although the tail lights were untouched. The new front bumper has two smaller sections on each side of a smaller air dam as opposed to a single large air dam in previous models. Also new were optional side skirts to improve its aerodynamic efficiency, as well as a redesigned rear spoiler. The North American GT and Australian ZR models came with standard fog lights, and the ST and SX models without the optional fog lights had black grills fill in their place. To celebrate 25 years of Celica, the SS-I and SS-III Special Edition were released in Japan, and the 25th Anniversary ST Limited and GT convertible marked this occasion in the US. These Special Edition models have special emblems on the front fenders, and the inside on the rear view mirror hanger, and the name Celica was printed on the front seats as well. For 1997, the only change in the North American Celica was the discontinuation of the GT coupe. Another minor change was given to Japanese market Celicas in December 1997. Projector headlights were optional for all models. The 3S-GE engine on the SS-II and SS-III received VVT-i, the SS-III was given a BEAMS tuned 3S-GE engine. WRC style high rear spoiler returned on the GT-Four and also standard on the SS-III. In 1998, the underpowered ST model was discontinued in the US, leaving only GT models. In addition, the GT notchback coupe returned after a year’s absence. In the UK, Toyota released the SR based on the 1.8 ST. The SR has full body kit, mesh grille, 16-inch alloys, and upgraded sound system. The US Celica line up was simplified even further in 1999 by eliminating all coupes, leaving only the GT liftback and GT convertible. The GT-Four was still offered in Japan. Also in early 1999, Toyota released pictures of their XYR concept car, which would soon become the next Celica, launched later that year.

The MR2 derived from a 1976 Toyota design project with the goal of a car which would be enjoyable to drive, yet still provide good fuel economy – not necessarily a sports car. Design work began in 1979 when Akio Yoshida from Toyota’s testing department started to evaluate alternatives for engine placement and drive method, finalising a mid-transverse engine placement. Toyota called the 1981 prototype SA-X. From its original design, the car evolved into a sports car, and further prototypes were tested both in Japan and in the US. Significant testing was performed on race circuits including Willow Springs, where former Formula One driver Dan Gurney tested the car. All three generations were in compliance with Japanese government regulations concerning exterior dimensions and engine displacement. The MR2 appeared around the same time as the Honda CR-X, the Nissan EXA, the VW Scirocco from Europe, and the Pontiac Fiero and Ford EXP from North America. Toyota debuted its SV-3 concept car in October 1983 at the Tokyo Motor Show, gathering press and audience publicity. The car was scheduled for a Japanese launch in the second quarter of 1984 under the name MR2. Toyota introduced the first-generation MR2 in 1984, designating it the model code “W10”. When fitted with the 1.5-litre 3A engine, it was known as the “AW10”. Likewise, the 1.6-litre 4A version is identified by the “AW11” code. The MR2’s suspension and handling were designed by Toyota with the help of Lotus engineer Roger Becker. Toyota’s cooperation with Lotus during the prototype phase can be seen in the AW11, and it owes much to Lotus’s sports cars of the 1960s and 1970s. Toyota’s active suspension technology, called TEMS, was not installed. With five structural bulkheads, the MR2 was quite heavy for a two-seater of its size. Toyota employed the naturally aspirated 4A-GE 1,587 cc inline-four engine, a DOHC four-valve-per-cylinder motor, borrowed from the E80 series Corolla. This engine was also equipped with Denso electronic port fuel injection and T-VIS variable intake geometry, giving the engine a maximum power output of 112 hp in the US, 128 hp in the UK, 116 or 124 PS (114 or 122 hp) in Europe (with or without catalytic converter), 118 hp in Australia and 130 PS (128 hp) in Japan. Japanese models were later detuned to 120 PS (118 hp). A five-speed manual transmission was standard, with a four-speed automatic available as an option. In 1986 (1988 for the US market), Toyota introduced a supercharged engine for the MR2. Based on the same block and head, the 4A-GZE was equipped with a small Roots-type supercharger and a Denso intercooler. T-VIS was eliminated and the compression ratio was lowered to 8:1. It produced 145 hp at 6,400 rpm and 186 N⋅m; 137 lb⋅ft (19 kg⋅m) of torque at 4,400 rpm and accelerated the car from 0 to 100 km/h (62 mph) in 6.5 to 7.0 seconds. The supercharger was belt-driven but actuated by an electromagnetic clutch, so that it would not be driven except when needed, increasing fuel economy. Curb weight increased to as much as 2,494 lb (1,131 kg) for supercharged models, due to the weight of the supercharger equipment and a new, stronger transmission. A fuel selector switch was also added in some markets, to allow the car to run on regular unleaded fuel if required to. In addition to the new engine, the MR2 SC was also equipped with stiffer springs, and received special “tear-drop” aluminium wheels. The engine cover had two raised vents (only one of which was functional) that visually distinguished it from the naturally aspirated models. It was also labelled “SUPER CHARGER” on the rear trunk and body mouldings behind both doors. This model was never offered outside of the Japanese and North American markets, although some cars were privately imported to other countries. Toyota made detailed changes to the car every year until replacing it with a second generation model in 1989.

Final Toyota to attract my camera was this Supra, the fourth generation of the model, known as the A80. Design work began in February 1989 under various teams for design, product planning, and engineering. By the middle of 1990, a final A80 design concept from Toyota Technical Centre Aichi was approved and frozen for production in late 1990. The first test mules were hand-built in A70 bodies during late 1990, followed by the first A80 prototypes being hand-assembled in 1991. Again using subframe, suspension, and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. This redesign saw Toyota placing great emphasis on a more serious high-performance car. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp at 5800 rpm and 210 lb·ft at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp and 318 lb·ft of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota’s first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo’s engine which increased the power output to 320 hp at 5600 rpm and 315 lb·ft at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4-mile in 13.1 seconds at 109 mph. The turbo version was tested to reach over 285 km/h (177 mph), but the cars were restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo’s output is used to augment the first turbo’s output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power. For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. All vehicles were equipped with 5-spoke aluminium alloy wheels, the naturally aspirated model had 16″ rims and the turbo models were 17″. The difference in wheel size was to accommodate the larger brakes equipped as standard onto the turbo model, but in Japan were optional extras. Both models had a space saver spare tire on a steel rim to save both space and weight. Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibres, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tyres, and an additional turbo, the car was at least 200 lb lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb while the automatic transmission added 55 lb. It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Mitsubishi 3000GT VR-4. The Supra soon became something of a legend, establishing itself as an effective platform for drifting in Japan, and for roadracing, with several top 20 and top 10 One Lap of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g’s (200 ft) and 0.98 lateral g’s (300 ft), and the car has proved popular even as it ages in the UK, with several “grey market” cars having been brought here over the years.

TRACTION ENGINE

Perhaps the largest vehicle in the whole event was this amazing machine, the 1925 J Fowler & Co, Leeds Road Locomotive No.16263 ‘Talisman’.

TRIUMPH

The Triumph Super 7 was a car manufactured from 1927 to 1934 by the Triumph Motor Company. It was produced as a response to the success of the Austin 7 and was Triumph’s first car to be made in large numbers. In 1933 the name was changed to the Triumph Super 8. Development of the new car had started in 1925 when Arthur Sykes, who had been with Lea-Francis was given responsibility to design a new small car. Amongst those he recruited to help him was Stanley Edge, who had been the original draughtsman for the Austin 7. The car was launched in September 1927 and was 6 inches (150 mm) longer and 2 inches (50 mm) wider than the Austin. The new 832 cc 4-cylinder side-valve engine, mainly designed by Harry Ricardo, had a stroke of 83 mm (3.3 in) and bore of 56.5 mm (2.22 in) and unlike the Austin had a three bearing crankshaft with pressure lubrication and monobloc crankcase made from cast iron. (The Austin 7 had a two-bearing crankshaft and the cylinder block and crankcase were separate castings.) The car followed its Triumph predecessors by having Lockheed hydraulic brakes, but now they were internal expanding in 9.5 in (240 mm) drums and so less affected by water then the older external contracting type. The handbrake operated on the transmission. The chassis had a rigid front axle supported by half-elliptic springs and a live rear axle with Austin 7-like quarter-elliptics, allowing the chassis side members to finish ahead of the rear axle. The three-speed non-synchromesh gearbox was mounted in unit with the engine and transmitted power to the worm gear final drive via a torque tube. The electrical system was 6 volts. A range of body styles were available, all made in house. The cheapest model was a two-door four-seat tourer, followed by a de-luxe tourer with two-coloured body, a two-seater with dickey seat, a two-door saloon, a fabric-bodied saloon and at the top of the range, a coachbuilt saloon. Gordon England could also supply a special fabric-bodied saloon with sliding roof. The chassis was also supplied to other coachbuilders for fitting their own bodies. Prices ranged from £113 for the chassis to £190 for the Gordon England saloon. On test the car could reach just over 50 mph (80 km/h) and return 40 mpg. For 1929 a new body style was released called the Special Sports with pointed tail and there was also briefly a supercharged version with the engine capacity reduced to 747 cc and reputedly able to reach 80 mph (130 km/h), but they were expensive at £250, and few seem to have been sold. Also in 1929 Donald Healey entered a standard car in the Monte Carlo Rally, starting from Berlin but failing to finish, getting stuck repeatedly in the snow in France. Undeterred, he tried again in 1930 and was the first British car to finish and seventh overall, in a car with a top speed of 50 mph (80 km/h). More body styles appeared in 1930 when a two-seat coupé, a de-luxe fabric saloon and a landaulet appeared. Wire wheels became standard replacing the artillery type that had been used on some versions. The extensive range was simplified for 1931 with the deletion of the fabric saloons, landaulet, coupé and Special Sport but a Gnat sports tourer and Tickford-bodied saloon were added. With the deteriorating economic climate a further rationalisation of the range was carried out in 1932 with the cars being designated Mark I for the tourers and Mark II for the saloons. A pillarless saloon joined the range. The car’s track grew from 42 to 43.5 inches (1105 mm), the rear springs were changed from quarter to semi elliptic on the Mk II Saloons, and the de-luxe models got a four-speed gearbox. The name was changed in 1933 to the Super 8, the car had always technically fallen into the 8 hp taxation bracket, and all cars gained the Mk II chassis. The body range was further reduced to the two-door saloon, pillarless saloon and four-seat tourer. This was the last year for the car. Triumph had already launched the Super 9 in 1931.

Having started off producing smaller models such as the SuperSeven to compete against the market dominating Austin and Morris models, by the early 1930s, Triumph came to the conclusion that they could not really compete against these bigger selling cars, so a new strategy was conceived to offer larger and more costly cars instead. The result was the Gloria, made between 1934 and 1938. The Gloria was available in a large and complex range of 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.

 

The Dolomite name first appeared in 1934 as a sports car and the name was then used from 1937 on a series of sporting saloons and open cars until 1939 when the company went into receivership. All except the Straight 8 featured a “waterfall” grille styled by Walter Belgrove, versions of the saloons with conventional grilles were sold as Continental models. With the 1937 car, the car this time had a 1,767 cc four-cylinder engine and saloon body. The design was overseen by Donald Healey and the cars were marketed as “the finest in all the land” and targeted directly at the luxury sporting saloon market. Triumph had been moving progressively upmarket during the 1930s, and the 1938 Dolomites were very well equipped, with winding windows in the doors, automatic chassis lubrication, a leather-bound steering wheel adjustable for rake and reach, dual hydraulic brake circuits, twin trumpet horns, and spot lamps included in the price. There was even a tray of fitted tools slotted beneath the driver’s seat cushion, and for an extra 18 guineas buyers could specify a radio. The body was aluminium over a rot-proofed ash frame. Like many Triumphs of that time, the car followed the American trend of concealing its radiator behind a flamboyant shining metal grille. The British market, then as now, was in many ways a conservative one, however, and, before Dolomite production was suspended completely, Triumph had time to introduce a “Vitesse”-branded version of the Dolomite on which the grille had been removed and the car’s own radiator was exposed in the traditional manner. In April 1938 an increased compression ratio and mild further engine tuning justified a changed designation from 14/60 to 14/65 (where 14 was the fiscal horsepower and 65 was the claimed actual horsepower. There was an open version of the 14/65, announced 29 March 1938, with seating for three people on a single bench seat and “two additional outside seats in the tail, reminiscent of the dickey seat that was at one time common” for two more people behind. The hood folded completely into the body to give the appearance of an open sports car. The car was announced with the 1,767 cc engine with twin SU carburettors, and it is this version which is seen more often these days, and indeed was the car here.

The 1800 Roadster, model number 18TR, was designed in the closing days of World War II. Triumph had been bought by the Standard Motor Company in 1944, and the managing director of Standard, Sir John Black, wanted a sports car to take on Jaguar, who had used Standard engines in the pre-war period. Frank Callaby was selected to style the new car. After getting Black’s approval for the general shape, Callaby worked with Arthur Ballard to design the details of the body. Design of the rolling chassis was by Ray Turner. Walter Belgrove, who had styled the pre-war Triumphs and was employed as Chief Body Engineer, had no part in the design. Early post-war steel shortages meant that the body was built from aluminium, using rubber press tools that had been used making panels for the largely wooden bodied Mosquito bomber that had been built by Standard during the war. The frame was hand welded up from steel tube. The engine was a version of Standard’s 1.5-litre, four-cylinder side-valve design that had been converted to overhead valves by Harry Weslake and built by Standard exclusively for SS-Jaguar before World War II. The Triumph version differed from the Jaguar version in having a 6.7:1 compression ratio instead of the Jaguar’s 7.6:1 and a downdraught Solex carburettor instead of the Jaguar’s side-draught SU. A four-speed gearbox with synchromesh on the top three ratios was used. The tubular steel chassis was a short-wheelbase version of the 1800 saloon, featuring transverse leaf sprung independent suspension at the front and a live axle with semi-elliptic springs at the rear. The rear track was wider than the front by some 4 inches. Brakes were hydraulic. The body design was anachronistic. A journalist old enough to remember the pre-war Dolomite Roadster that had inspired the car felt that the elegant proportions of the earlier model had been abandoned in favour of a committee-based compromise, “a plump Christmas turkey to set against that dainty peacock … [more] Toadster [than Roadster]”. The front had large separate headlamps and the radiator was well back from the front between large “coal scuttle” wings. Passenger accommodation was on a bench seat that was claimed to seat three: the car’s 64 inch width helped make a reality of the three-abreast seating, and the approach meant a column gear change was required. The car’s unusual width also made it necessary to fit three screen wipers in a row, an example followed by early shallow windscreen Jaguar E Types. Additional room for two was provided at the rear in a dickey seat with its own folding windscreen: this was outside the hood that could be erected to cover the front seat. Entry and exit to the dickey seat was never easy and a step was provided on the rear bumper. The Roadster was the last production car with a dickey seat. The actor, John Nettles, drove a red 1947 Triumph Roadster 1800 in the 1980s television series, Bergerac. Two cars were actually used over the duration of the series production. This was made evident by the colour difference of the front mudguards and body without hood ornament on one car used in the earlier series and the same colour front mudguards and body with the hood ornament on the other car used in later series. The same number plate J 1610 was used on both cars in the series. In some episodes both cars appeared purporting to be the same car. The only significant update in the Roadster’s production came in September 1948 for the 1949 models, when the 2088 cc Vanguard engine, transmission, and rear axle were fitted. A retrograde step was the fitting of a three-speed gearbox even though it now had synchromesh on bottom gear. Apart from minor modifications to the mounting points, the chassis, suspension and steering were unaltered. This later version of the Roadster was given the model designation TRA. The car was never made in large numbers and was mainly hand built. 2501 examples of the 1800 and 2000 of the larger-engined version were made. Production ended in October 1949.

The Renown is the name generally applied to Triumph’s large saloon car made from 1949 to 1954 but it is, in reality, part of a three-car series of the 1800, 2000 and Renown models. Together with the Triumph Roadster, they were the first vehicles to carry the Triumph badge following the company’s takeover by the Standard Motor Company. The cars were distinctively styled in the later 1930s vogue for Razor Edge coachwork used in the 1940s by others including Austin for its big Sheerline. The six light (featuring three side windows on each side) design and the thin C pillars at the rear of the passenger cabin anticipated the increased window areas that would become a feature of British cars during the 1960s. The car’s side profile resembled that of the contemporary prestigious Bentley saloons, which some felt was more than a coincidence. Similar styling subsequently appeared on the smaller Triumph Mayflower. The Managing Director of the Standard Motor Company at that time, Sir John Black, commissioned the design of the Razoredge saloon. There has been much discussion over the years as to exactly which designers of that period were responsible for the styling but it is very clear from the records that Sir John drove the production forward and used the Triumph name from the prewar Triumph company that had been bought by the Standard Motor Company. The body was built by Mulliners of Birmingham in the traditional coachbuilder’s method of sheet metal over a wooden frame. The principal panels were constructed not from steel, which was in short supply in the wake of the Second World War, but from aluminium. It had been used extensively for aircraft manufacture during the war, which had taken place in a number of car plants (known at the time as “shadow factories”) in the English Midlands. But by the mid-1950s aluminium had become the more expensive metal, which may have hastened the Renown’s demise. The first car, launched in 1946 was called the Triumph 1800 Town & Country Saloon. The 1776 cc, 65 bhp engine and the gearbox for the 1800 came from the pre-war Standard Flying Fourteen (also built 1945-1948). The chassis was fabricated from tubular steel and was a lengthened 108 in (2,743 mm) version of the one on the Roadster with which it also shared its transverse leaf spring front suspension. The cars were well fitted out with leather seats and a wooden dashboard. A total of 4000 were produced. It cost £1425 including purchase tax. The 2000 Type TDA was only produced for one year and was essentially a Triumph 1800. The front independent suspension used a transverse leaf spring. The car used the larger 2088 cc four-cylinder engine with single Solex carburettor as fitted to the Standard Vanguard. The engine developed 68 bhp at 4200 rpm. The 3-speed gearbox with column shift also came from the Vanguard and had synchromesh on all the forward ratios. There was independent suspension at the front but a solid axle and half-elliptic leaf springs was at the rear. Lockheed hydraulic brakes with 9 in drums were fitted. 2000 were produced. The car was renamed the Renown in October 1949. It had an entirely new chassis based on the Standard Vanguard with pressed steel sections replacing the tubes previously used. The front suspension changed to coil springing. Although the 3-speed column change transmission was retained, from June 1950 an overdrive unit was offered as an option. Inside there was a new instrument layout. Of the 6501 produced, fewer than 100 are known to have survived. The final version of the Renown, made from 1952 to 1954, used the longer-wheelbase chassis from the limousine. It is easily distinguished from the earlier cars by virtue of the push button door handles and the wider rear window. Of the 2800 produced, only 150 remain worldwide. There was no direct replacement Triumph saloon following the end of Renown production

The Triumph Mayflower is a British four-seat ​1 1⁄4-litre small luxury car noted for its razor-edge styling. It was built by the Standard Motor Company and sold by Standard’s subsidiary, The Triumph Motor Company (1945). It was announced at the October 1949 British International Motor Show, but deliveries did not commence until the middle of 1950. One of the nine prototype Triumph Mayflowers, “JWK 612”, was factory tested 5000 miles across Europe in 1950, they used the famous rooftop test track of Impéria Automobiles in Belgium. The Mayflower was manufactured from 1949 until 1953. The Mayflower’s “upscale small car” position did not find a ready market, and sales did not meet Standard’s expectations. The company’s next small car, the Standard Eight of 1953, was a basic 0.8-litre economy car. The Mayflower used a version of the pre-war Standard Flying Ten’s side-valve engine updated with an aluminium cylinder head and single Solex carburettor. The engine developed 38 bhp at 4200 rpm. The 3-speed gearbox, with column shift, came from the Standard Vanguard and had synchromesh on all the forward ratios. There was independent suspension at the front using coil springs and telescopic dampers, but a solid axle with semi-elliptic leaf springs, also based on the Vanguard’s design, was at the rear. Lockheed hydraulic brakes were fitted. The Mayflower was the first car with unitary construction to be manufactured either by Standard or by the Triumph company that existed before Standard bought its assets. The body was designed by Leslie Moore, chief body designer of Mulliners of Birmingham with input from Standard’s Walter Belgrove. The body shells were built by Fisher and Ludlow at Castle Bromwich, Birmingham. The Mayflower had traditional “razor edge” styling similar to that of the Triumph Renown, imitating the style then still used by Bentley and Rolls-Royce cars. Standard’s managing director Sir John Black believed this would be especially appealing to the American market. One advantage of the car’s upright styling was that it could seat four people in comfort despite its small size, although there were complaints about the rear seat being constrained by the rear axle and being too narrow as a result. Around 35,000 were made before production ceased in 1953.

Standard’s Triumph Roadster was out-dated and under-powered. Company boss Sir John Black tried to acquire the Morgan Motor Company but failed. He still wanted an affordable sports car, so a prototype two-seater was built on a shortened version of the Standard Eight’s chassis and powered by the Standard Vanguard’s 2-litre straight-4. The resulting Triumph 20TS prototype was revealed at the 1952 London Motor Show. Black asked BRM development engineer and test driver Ken Richardson to assess the 20TS. After he declared it to be a “death trap” a project was undertaken to improve on the design; a year later the TR2 was revealed. It had better looks; a simple ladder-type chassis; a longer body; and a bigger boot. Sold only in open-topped guise, the car had a 1991 cc four-cylinder Standard wet liner inline-four engine from the Vanguard, fitted with twin H4 type SU Carburettors and tuned to increase its output to 90 bhp. The body was mounted on a substantial separate chassis with coil-sprung independent suspension at the front and a leaf spring live axle at the rear. Either wire or disc wheels could be supplied. The transmission was a four-speed manual unit, with optional top gear overdrive. Lockheed drum brakes were fitted all round. It was loved by American buyers, and became the best earner for Triumph. In 1955 the TR3 came out with more power; a re-designed grille; and a GT package that included a factory hard-top. A total of 8.636 were produced.

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.

There were several of the successor to that car here, 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. As well as a road car, there were a couple of examples of the rally version on show.

Envisioned as a luxury sports car, the Stag 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.

There were several saloon-based models here, too. Among them was an example of the Triumph Herald, in 1200 Saloon format. Towards the end of the 1950s Standard-Triumph offered a range of two-seater Triumph sports cars alongside its Standard saloons, the Standard 8 and 10, powered by a small (803 cc or 948 cc) 4-cylinder engine, which by the late 1950s were due for an update. Standard-Triumph therefore started work on the Herald. The choice of the Herald name suggests that the car was originally intended to be marketed as a Standard, as it fits the model-naming scheme of the time (Ensign, Pennant and Standard itself). But by 1959 it was felt that the Triumph name had more brand equity, and the Standard name was phased out in Britain after 1963. Giovanni Michelotti was commissioned to style the car by the Standard-Triumph board, encouraged by chief engineer Harry Webster, and quickly produced designs for a two-door saloon with a large glass area that gave 93 per cent all-round visibility in the saloon variant and the “razor-edge” looks to which many makers were turning. As Fisher & Ludlow, Standard-Triumph’s body suppliers became part of an uncooperative BMC, it was decided that the car should have a separate chassis rather than adopting the newer monocoque construction. The main body tub was bolted to the chassis and the whole front end hinged forward to allow access to the engine. Every panel – including the sills and roof – could be unbolted from the car so that different body styles could be easily built on the same chassis. As an addition to the original coupé and saloon models, a convertible was introduced in 1960. The Standard Pennant’s 4-cylinder 948 cc OHV engine and 4 speed manual gearbox was used with synchromesh on the top three gears and remote gear shift and driving the rear wheels. Most of the engine parts were previously used in the Standard 8/10. The rack and pinion steering afforded the Herald a tight 25-foot turning circle. Coil and double-wishbone front suspension was fitted, while the rear suspension, a new departure for Triumph, offered “limited” independent springing via a single transverse leaf-spring bolted to the top of the final drive unit and swing axles. Instruments were confined to a single large speedometer with fuel gauge in the saloon (a temperature gauge was available as an option) on a dashboard of grey pressed fibreboard. The coupé dashboard was equipped with speedometer, fuel and temperature gauges, together with a lockable glovebox. The car had loop-pile carpeting and heater as standard. A number of extras were available including twin SU carburettors, leather seats, a wood-vaneered dashboard, Telaflo shock absorbers and paint options. In late 1958, prototype cars embarked on a test run from Cape Town to Tangiers. An account of the journey was embellished by PR at the time. However only minor changes were deemed necessary between the prototype and production cars. The new car was launched at the Royal Albert Hall in London on 22 April 1959 but was not an immediate sales success, partly owing to its relatively high cost, approaching £700 (including 45 per cent Purchase Tax). In standard single-carburettor form the 34.5 bhp car was no better than average in terms of performance. A saloon tested by The Motor magazine in 1959 was found to have a top speed of 70.9 mph and could accelerate from 0–60 mph in 31.1 seconds. A fuel consumption of 34.5 mpg was recorded. The rear suspension was criticised as yielding poor handling at the extremes of performance though the model was considered easy to drive with its good vision, light steering (smallest turning circle of any production car) and controls, and ease of repair. A Herald S variant was introduced in 1961 with a lower equipment level and less chromium than the Herald, offered in saloon form only. The 948cc Herald Coupe and Convertible models were discontinued in 1961, the 948cc Herald Saloon in 1962 and the Herald S in 1964. Standard-Triumph experienced financial difficulties at the beginning of the 1960s and was taken over by Leyland Motors Ltd in 1961. This released new resources to develop the Herald and the car was re-launched in April 1961 with an 1147 cc engine as the Herald 1200. The new model featured rubber-covered bumpers, a wooden laminate dashboard and improved seating. Quality control was also tightened up. Twin carburettors were no longer fitted to any of the range as standard although they remained an option, the standard being a single down-draught Solex carburettor. Claimed maximum power of the Herald 1200 was 39 bhp, as against the 34.5 bhp claimed for the 948 cc model. One month after the release of the Herald 1200, a 2-door estate was added to the range. Disc brakes became an option from 1962. Sales picked up despite growing competition from the BMC Mini and the Ford Anglia, with the car proving particularly popular to women drivers. The coupé was dropped from the range in late 1964 as it was by then in direct competition with the Triumph Spitfire. The Triumph Courier van, a Herald estate with side panels in place of rear side windows, was produced from 1962 until 1966, but was dropped following poor sales. Production in England ceased in mid-1964. CKD assembly by MCA in Malta continued till late 1965, at least. The Courier was powered by the 1147 cc engine. An upmarket version, the Herald 12/50, was offered from 1963 to 1967. It featured a tuned engine with a claimed output of 51 bhp in place of the previous 39, along with a sliding (Webasto) vinyl-fabric sunroof and front disc brakes as standard. The 12/50, which was offered only as a 2-door saloon, was fitted with a fine-barred aluminium grille. The power output of the 1200, which remained in production alongside the 12/50, was subsequently boosted to 48 bhp. In October 1967 the range was updated with the introduction at the London Motor Show of the Herald 13/60, which was offered in saloon, convertible and estate-bodied versions. The sun-roof remained available for the saloon as an optional extra rather than a standard feature. The front end was restyled using a bonnet similar to the Triumph Vitesse’s and the interior substantially revised though still featuring the wooden dashboard. Interior space was improved by recessing a rear armrest in each side panel. The engine was enlarged to 1296 cc, essentially the unit employed since 1965 in the Triumph 1300, fitted with a Stromberg CD150 carburettor, offering 61 bhp and much improved performance. In this form (though the 1200 saloon was sold alongside it until the end of 1970) the Herald Saloon lasted until December 1970 and the Convertible and Estate until May 1971, by which time, severely outdated in style if not performance, it had already outlived the introduction of the Triumph 1300 Saloon, the car designed to replace it and was still selling reasonably well but, because of its labour-intensive method of construction, selling at a loss.

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.

The TR’s smaller and cheaper brother was the Spitfire and there were a couple of examples from the later part of production. 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.

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.

The Triumph Toledo was introduced in August 1970 as a cheaper version of the Triumph 1300, which was at the same time replaced by the Triumph 1500. The Toledo, like the front-wheel drive 1500, came with a new split grille at the front, but instead of the 1500s twin round headlamps, it had single rectangular units set in a grey plastic grille. The rear end was like that of the 1300 except for the tail lights, which were of a simpler, flat-faced design. The biggest change for the Toledo was a move to rear-wheel drive and live rear axle (still with coil springs), in the interest of simplicity and low production costs. The interior was also cheaper, with wood confined to a dashboard consisting of a simple plank with holes drilled for the quite basic instrumentation but the interior was a cut above most other small cars at a time when black plastic was commonplace. Initially, the Toledo was only available as a two-door saloon with the 1296 cc engine Standard SC engine of 58 bhp. Drum brakes were fitted all round and there was no overdrive or automatic option available. In March 1971 a 4-door “special export” version was launched at the Geneva Motor Show, featuring a 1500 cc engine in single and twin carburettor “TC” form producing 61 and 64 bhp, respectively. From late August 1971 the four-door model was also available on the home market. The four-door Toledo featured the same side body pressings as the Triumph 1300. The interior furnishings were in most respects indistinguishable between the two versions, but buyers of the four-door car received two extra ashtrays in each of the extra doors. Radial ply tyres were specified in place of the cross-plies offered on the two-door car, compensating for the additional 50 kg (approx) of weight involved in installing the extra doors. The two-door model differed very little from the more popular four-door model in overall appearance, the two-door featured non-wraparound front and rear bumpers (although this would change in 1973 to full wraparound bumpers), whilst the four-door featured wraparound bumpers from the start. Two front bumper under-riders were fitted to the two-door model; however these were deleted on later cars from around late 1972 / early 1973. The specification gradually improved over the years. In October 1972 front disc brakes were fitted as standard on both models and a heated rear window became standard equipment by late 1973 / early 1974. In March 1975 the two-door version was dropped: the four-door model continued in production for another year, but in improved specification form. The existing Triumph Herald three-rail type gearbox was replaced with a Triumph Spitfire 1500 type single-rail gearbox and the car was fitted with a new clutch. The new look Toledo was also fitted with side body trims, new look black type front grille (replacing the silver type front grille) and a stainless trim was added to the side roof guttering. The specification again improved; standard equipment now included a rear-view dipping mirror, fasten seat belt warning light, reclining front seats (previously an option), twin reversing lights (also previously an option), cigar lighter, hazard warning lights and a driver’s exterior door mirror. A laminated windscreen, front head rests and brushed nylon seat facings were optional extras. The Toledo was finally replaced by the Dolomite 1300 and 1500 in March 1976. Total production was 119,182 cars, making it one of Triumph’s best-selling small saloon cars.

Introduced in 1970, the Triumph 1500 was the replacement for the Triumph 1300. Whilst retaining the front-wheel drive of its predecessor, the body featured a restyled nose, a lengthened tail, twin headlights, horizontally mounted rear light clusters and a larger boot. The interior was also restyled featuring a new design of dashboard and door cards but retaining the wooden door cappings. The size of the Standard SC engine was increased to 1493 cc with a single SU carburettor and had a power output of 61 bhp. The suspension used coil springs all round and was independent at the front, incorporating a dead-beam rear axle at the back, which represented something of a technological retreat from the all-independent suspension offered by the 1300. In 1972 the power output was increased to 65 bhp with an uprated carburettor and inlet manifold. These later cars also had a silver nose badge. Earlier cars had a black nose badge. In October 1973, the 1500 was replaced by the 1500TC which retained the same 1493 cc engine with twin SU carburettors but these were now mated to the rear wheel drive drivetrain from the recently introduced Triumph Dolomite. The interior and exterior styling remained largely the same. The 1500TC can be identified by the “1500TC” bootlid badge and the black centres on the wheel trims, which were blue on the 1500. The 1500TC was replaced by the Dolomite 1500/1500HL in March 1976, when the Triumph Dolomite range was rationalised.

The Dolomite really was the 3 Series of its day, a family sized saloon that offered a combination of luxury and sportiness that made it a cut above the average Cortina and Marina. Designed as the successor for the upmarket variants of Triumph’s front-wheel drive designs, and also to replace a sporting relative of the Herald, the 6-cylinder Triumph Vitesse, the Triumph Dolomite was unveiled at the London Motor Show in October 1971. However, due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972. The Dolomite used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. Initially, the only version available used the new slant-four 1854 cc engine, which mated an alloy OHC head to an iron block, providing 91 bhp which offered sprightly performance. This was a version of the engine that the company was already providing to Saab for use in their 99 model. The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, vinyl D-posts, and new wheel trims. The car was capable of 100 mph with 60 mph coming up in just over 11 seconds. An overdrive gearbox was soon made available as an option, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission. Although the Dolomite proved to be refined and rapid, competitors such as the BMW 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige. To remedy this, Triumph unveiled the Dolomite Sprint in June 1973, although the launch had been delayed by a year; it had been due to go on sale in 1972. A team of engineers led by Spen King developed a 16-valve cylinder head with all of the valves being actuated using a single camshaft rather than the more conventional DOHC arrangement. The capacity was also increased to 1,998 cc and combined with bigger carburettors the output was upped to 127 bhp. This represented a significant power increase over the smaller 1850cc variant, however it fell short of the original target of 135 bhp Despite BL engineers being able to extract a reliable 150 bhp from test engines, the production line was unable to build the engines to the same level of quality, with production outputs being in the region of 125 bhp to 130 bhp. This led to the original model designation, the Dolomite 135, being replaced at short notice with the Sprint name. As a result of the use of this engine, the Dolomite Sprint has been claimed to be “the world’s first mass-produced multi-valve car”. While other multi-valve engines (notably the Lotus 907) were produced in volume, they were not used in mass production vehicles until after the introduction of the Dolomite Sprint. The design of the cylinder head won a British Design Council award in 1974. Performance was excellent, with 0–60 mph taking around 8.4 seconds, with a maximum speed of 119 mph. Trim was similar to the 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof, front spoiler, twin exhausts and lowered suspension. By now seats were cloth on the 1850, and these were also fitted to the Sprint. Due to the increase in power brought by the new engine, the rest of the driveline was upgraded to be able to withstand the extra torque. The gearbox and differential were replaced by a version of those fitted to the TR and 2000 series cars, albeit with a close ratio gearset in the gearbox. The brakes were upgraded with new pad materials at the front, and the fitment of larger drums and a load sensing valve at the rear. Other changes over the standard Dolomite included the option of a limited slip differential. The optional overdrive and automatic transmission from the 1850 model were also offered as options on the Sprint. Initial models were only offered in Mimosa Yellow, although further colours were available from 1974 on. At launch the Sprint was priced at £1740, which compared extremely well to similar cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii, which offered similar performance. The four-door practicality of the Sprint also made it a very attractive proposition for the young executive choosing his first company car. The press gave the Dolomite Sprint an enthusiastic reception. Motor summarised its road test (subtitled “Britain leads the way”) with glowing praise: ” …the Sprint must be the answer to many people’s prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model’s manners quite impeccable … Most important of all, it is a tremendously satisfying car to drive”. Sadly, it proved not quite so satisfying to own, as the legendary BL lack of reliability was a feature on some, but by no means all Sprints. In 1976, Triumph rationalised their range, calling all their small models, Dolomite, and using the same body shell, so the Toledo (which had maintained its stubby tail until this point) and 1500TC became the Dolomite 1300, 1500 and 1500HL respectively. With minor changes to trim and equipment, the cars continued in production until 1980.

The last car ever to bear the Triumph was this, the Acclaim. A front-wheel drive medium-sized family car made from 1981 to 1984, it t was based on the Honda Ballade and used a Honda-designed engine, but met United Kingdom component-content requirements which were still in place at the time. Not only was it the final model of the Triumph marque, and the first fundamentally Japanese car to be assembled in Europe, it was also the first product as a result of the partnership with Honda which ran for over 15 years. The development process began in 1978, when British Leyland entered into negotiations with Honda to develop a new small family saloon, originally intended as a stopgap measure until the Maestro/Montego models were to be ready for production in 1983. On 26 December 1979 Michael Edwardes officially signed a collaboration between the two companies. The new car went into production 18 months later, badged as the Triumph Acclaim and based on the Honda Ballade. It replaced the Triumph Dolomite of the 1970s. The Acclaim was officially launched by BL on 7 October 1981 and with the ending of Dolomite and TR7 production, it meant that the Acclaim was the only car to wear the Triumph badge after 1981. The Acclaim was significant as the first essentially Japanese car to be built within the European Economic Community (now the European Union), to bypass Japan’s voluntary limit of 11 percent market of the total number of European sales. The Acclaim was also a major turnaround point for BL itself, with the car sporting good reliability and build quality from the outset. The Acclaim holds the record for the fewest warranty claims for a BL car. Unlike previous Triumphs, it was assembled at the Pressed Steel Fisher Plant at Cowley Oxford, taking over the withdrawn Austin Maxi production lines. It paved the way for the Honda-based, Rover-badged range of cars which BL, Austin Rover and Rover Group would develop throughout the 1980s and 1990s. There was not time to do much about the styling, with the most notable outward change from the Honda being the appearance of a central badge on the grille. At the time, the Japanese model had “Honda” to the right-hand side of the grille. Other changes included twin Keihin carburettors (the Ballade had only a single carburettor), the mirrors were situated on the doors, the independent front and rear MacPherson strut suspension was tweaked for the UK market and the seats were based on Morris Ital frames. The Acclaim was provided in a more luxurious interior trim than its Honda equivalent, even in its base models. The brakes were disc at the front and drum at the rear. All Acclaims were powered by the transverse-mounted all alloy and overhead-cam 1335 cc engine found in the Honda Civic driving the front wheels through either a five-speed manual gearbox or a three-speed Trio-matic gearbox (a manually selectable automatic transmission, the same as the Hondamatic) and the interior was nearly identical (except for the seats). The usual BL trim levels were offered: L, HL, HLS and the top of the range CD, which had front and rear electric windows, chrome bumpers, headlamp washers, 165/70 tyres (the L had 145/80 tyres and the HL & HLS had 155/80 tyres), plastic wheel trims, velour upholstery with seat pockets on the back of the front seats, front seat head restraints and optional air conditioning. The car remained largely the same throughout its production life. A Mark 2 version of the Acclaim came out in 1983 (from VI No. 180415 onwards). The main changes were to the exterior door handles, an electronic digital clock replaced the previous mechanical one, a restyled steering wheel, a restyled gear knob, the rear interior door handles (they were just swapped) and the heater recirculation control, which was moved. Mark 2 HL and HLS cars were better equipped than the earlier ones. There was a limited-edition Avon Acclaim that had leather seats with piping to match the body colour, leather door panels, wooden and leather trimmed dashboard, wooden door cappings, two-tone metallic paint, colour-coded wheels with chrome embellishers, chrome-plated grille, colour-coded headlamp surrounds, vinyl roof and extra soundproofing. There was also an Avon Turbo, which had Lunar alloy wheels with 205/60 tyres, suede upholstery, front air dam, and side decals. A Turbo Technics turbocharger increased the engine’s power output from the standard 70 bhp to 105 bhp. It is thought that there are only four surviving Avon Turbos including the press car (VWK689X), which was the first Avon Turbo. In 1982 and 1983, the Acclaim featured in the top-ten-selling cars in Britain, the first Triumph to achieve this feat since records began in 1965. Production finished in the summer of 1984 when the Rover 200 was launched, based on the next incarnation of the Honda Ballade. A total of 133,625 Acclaims were produced, the vast majority of which were sold in the UK, with the last Acclaim off the production line (a silver CD with the Trio-matic) now in the Heritage Motor Centre. The Acclaim’s demise saw the end of the Triumph marque as a car. You don’t see Acclaims very often so it was good to find a couple of well preserved ones here.

TURNER

The first Turner models were produced between 1951 and 1966 by Turner Sports Car Company Limited, a company established by Jack Turner near Wolverhampton, England. As well as complete cars, Turners were available in kit form. From the late 1940s, Jack Turner built a series of one-off specials, and prepared racing cars, including building his own engines. The first cars for sale were based on one of the specials, and consisted of chassis, independent suspension units using transverse leaf springs, and Turner’s own alloy wheels. It was up to the customer to arrange engine, transmission and body. Eight are thought to have been made. The first complete car was the Turner A30 Sports, a two-seater also known as the 803 and using an 803 cc Austin A30 engine, transmission and suspension. The car featured a simple ladder frame chassis and open fibreglass two-seater sports bodywork. As BMC would not supply components directly, they had to be purchased from dealers, which increased the price of the car. In 1956, the uprated 948 cc unit from the Austin A35 was adopted, and the model renamed Turner 950 Sports, but, apart from fully hydraulic brakes with optional front discs, was otherwise unchanged. The majority were exported mainly to the United States and South Africa. In 1959, the Turner Sports Mk I was introduced, and although similar to the outgoing model, featured substantial revisions to the body and chassis, and front disc brakes became an option. The 948 cc Austin engined version was named the Turner Sports Mk I, and versions known as Turner-Climaxes were also available with the powerful Coventry Climax 1,097 cc FWA and 1,216 FWE units. Almost 40 of the Sports Mk Is were made. In 1960, a Turner Sports Mk II model appeared, with improved interior trim and further minor styling revisions. From 1960, the front suspension became Triumph Herald-based. In 1961, as well as the Austin and Coventry Climax engines, other options were introduced, such as the Ford 105E 997 cc and 109E 1,340 cc units. Finally, in 1963, the new Ford Cortina 1,500 cc engine was also made available. About 150 Turner Sports Mk II models were made. Many Turners had illustrious racing careers such as the legendary VUD 701 driven by John E Miles in the Autosport National Race Championship of 1963–64, winning outright 15 of the 17 races against the works cars of Jaguar, Lotus and Aston Martin. Fully developed as a space-framed Modsports Race Car using a Cosworth engineered Ford 1824cc, VUD 701 is known to be the fastest of all the racing Turner Sports Cars, holding many UK class lap records to the present day. Throughout the UK, USA and Australia, the owner drivers of these lightweight nimble Turner Sports Cars are still winning in their class and overall, beating much more powerful cars. In early 1962, a completely new, larger, fixed-head Turner GT had been introduced, at the London Racing Car Show. It had a glass fibre monocoque centre section and could be had with a choice of Ford or Coventry Climax engines. Only nine of this model were produced, all believed to be fitted with the Ford 1,500 cc engine, before the model was discontinued in 1964. In late 1963, the final model was introduced as the Turner Sports Mk III, and featured a tuned version of the Ford 1,500 cc engine as standard. Externally, the bonnet gained a large air scoop. This model remained in production until the company went into liquidation in April 1966, when approximately 100 had been produced. In 1966, the company closed, after the founder had a heart attack. The company’s demise may also have been due to the development cost of a completely new coupé model with a rear-mounted Hillman Imp engine, the prototype of which was incomplete.

TVR

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.

The TVR M Series cars were built between 1972 and 1979, replacing the Vixen and Tuscan models. The styling showed a clear resemblance to the models that the M replaced, with the centre section of the car being carried forward and conceptually, the cars were little different, with a front mid-engine, rear-wheel drive layout and body-on-frame construction. The bodies themselves were built from glass-reinforced plastic (GRP). The engines were bought in, sourced from Triumph and Ford, which resulted in a number of different models being made. These included the 1600M, 2500M, 3000M, 3000S, and Taimar, as well as turbocharged versions of the 3000M, 3000S, and Taimar. The first model to start production was the 2500M in March 1972, after being built as a prototype in 1971, which had the 2500cc engine from the Triumph 2.5PI and TR6 under the bonnet. Ford engined 1600M and 3000M models followed later. The American market was financially very important to TVR, and Gerry Sagerman oversaw import and distribution of the cars within the United States from his facility on Long Island. Approximately thirty dealers sold TVRs in the eastern part of the country. John Wadman handled distribution of the cars in Canada through his business, JAG Auto Enterprises.. A small number of 5.0 litre Ford V8-powered cars were finished or converted by the TVR North America importer; these were sold as the 5000M. A total of 2,465 M Series cars were built over the nine years of production. Because of the hand-built and low-volume nature of TVR production, there are many small and often-undocumented variations between cars of the same model that arise due to component availability and minor changes in the build process. The M Series was regarded by contemporary reviewers as being loud and fast and having excellent roadholding. This came at the expense of unusual ergonomics, and heating and ventilation systems that were sometimes problematic. The first major alteration to the M Series body was the hatchback Taimar, introduced at the October 1976 British International Motor Show and using the same mechanicals as the 3000M. The name was inspired by the name of Martin’s friend’s girlfriend, Tayma. The opening hatchback alleviated the previous difficulty of manoeuvering luggage over the seats to stow it in the cargo area, and the hatch itself was opened electrically via a solenoid-actuated latch triggered by a button on the driver’s doorjamb. Over its three-year production, a total of 395 normally aspirated Taimars were built. The final body style for the M Series, an open roadster, arrived in 1978 as the TVR 3000S (marketed in some places as the “Convertible”, and referred to at least once as the “Taimar Roadster”.) Like the Taimar, the 3000S was mechanically identical to the 3000M; the body, however, had undergone significant changes. Only the nose of the car was the same as the previous coupes, as the windscreen, doors, and rear end had all been reworked. The redesign of the doors precluded the possibility of using wind-up windows, so sliding sidecurtains were instead fitted. These could be removed entirely and stowed in the boot, which, for the first time on a TVR, was a separate compartment with its own lid. The boot lid was operated electrically in a manner similar to the Taimar’s hatch. Its design was not finalised by the time the first cars entered production, so the first several cars (including the prototype) were built with no cutout for boot access. The final styling tweaks and the production of moulds for the fibreglass were done by Topolec Ltd. of Norfolk. The styling of the 3000S was revived in a somewhat modernised form later, with the 1987 introduction of the TVR S Series (although the S Series shared almost no components with the M Series cars.) The windscreen and convertible top had been adapted from those used on the Jensen-Healey roadster. Because Jensen Motors had ceased operation in 1976, the windscreen and sidecurtain designs were done by a company named Jensen Special Products, which was run by former Jensen employees. The design for the convertible top was finalised by Car Hood Company in Coventry. One of the minor undocumented variations found on M Series cars is the presence of a map light built into the upper windscreen surround of the 3000S. It appears to have been included only on a very small number of cars built near the end of the production run. When production of the 3000S ended (with 258 cars built), it cost £8,730. Reportedly, 67 of these cars were in a left-hand drive configuration, and 49 were exported to North America.

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.

Also 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. This car is rather special as it is the very car which undertook a 27,000 mile journey across 24 countries in 3 continents, which included such challenging locations as death valley, the high Arctic, the Peruvian Altoplano and Pataognia. The car has featured on Top Gear and in many motoring publications.

VANDEN PLAS

The Vanden Plas Princess R with its Rolls-Royce all-aluminium 175 bhp engine was announced in August 1964. With an unusually high power to weight ratio the car gave easy cruising at 90+ mph and was capable of 112 mph. While there were some significant exterior alterations, the big change was under the bonnet where there was a result of more than two years technical collaboration between BMC and Rolls-Royce. The aluminium Rolls-Royce FB60 engine was a short-stroke version of the B series engine: 4, 6 and 8 cylinder units of which more than 30,000 had already been produced. The 6-cylinder engine weighed only 450 lb (204 kg). Its cubic capacity was 3909cc and its output was 175 bhp @4,800 rpm. Twin SU carburettors were fitted. Both block and head were aluminium, tappets were hydraulic self-adjusting operating on overhead inlet and side exhaust valves. The counterbalanced crankshaft ran in seven bearings. The 4-litre R was replete with polished walnut fascia padded top and bottom, hide upholstered seats with fully reclinable backs and polished picnic tables for the rear passengers. A new automatic transmission was provided, Borg-Warner model 8, its first use in a British car and Hydrosteer variable ratio power steering accompanied wider tyres. Externally the fog lamps were moved up by the grille, the hindquarters tidied extended and adjusted to look more substantial and the tailfins replaced by small corner-ridges. The new car was priced on a par with the curvaceous Jaguar Mark X (albeit only the manual transmission model of the Jaguar and 50 per cent more than its apparent predecessor the 3-litre car. It was a major change of market positioning aimed at the growing prestige and executive market in Europe and the United States, but its close appearance to its predecessor, its pricing near to that of the Jaguar, which was both bigger, with a far more advanced chassis design, more prestigious though itself without a useful market in the United States, doomed it to failure. Joint production capacity of 12,000 cars a year was provided, (although actual production was never more than a fraction of this) and final assembly and hand finishing was at the Vanden Plas works in Kingsbury London. The Vanden Plas Princess 4-litre R remained in production until 1968, just ahead of BMC’s merge into British Leyland. 6,687 vehicles were produced at Kingsbury and an additional 312 C.K.D. kits were exported to South Africa bringing total production to 6,999 units. It was the only mass-produced civilian vehicle from another manufacturer ever to use a Rolls-Royce engine.

Following its star appearance at the 2017 event, this rarely seen one-off 1800 prototype from 1970 made another appearance here this year. There was an earlier attempt at building a Vanden Plas model based on the ADO17 “Land Crab” and photos of that show a front end with the characteristic grille which looks well integrated with the rest of the car. This was a second version, and it was based on the Australian Austin Kimberley version, which had a longer bonnet to accommodate the 6 cylinder engine fitted to that car in Australia. The car did not proceed to production, though, as it was thought that sales volumes could not justify the cost of the revised body tooling so this remains a one-off. Luckily the prototype has survived, following years when it was used as a factory hack before it was sold off. It was the star of this stand.

Although we think of these cars as an Allegro, that badge was not used, and the car was officially called the Vanden Plas 1500, and later the Vanden Plas 1750. Introduced in September 1974, this car followed on from the popular Vanden Plas 1100 and 1300 models as a very upmarket version of a volume selling car. It featured a prominent grille at the front and an interior enhanced by a range of modifications designed to attract traditionally inclined customers, including: special seats upholstered in real leather, with reclining backrests; deep-pile carpets; extra sound insulation; a new instrument panel in walnut; walnut folding tables for the rear passengers; nylon headlining; and for the luggage, a fully trimmed boot. In 1974, a time when the UK starting price for the Austin Allegro was given as £1159, BLMC were quoting, at launch, a list price of £1951 for the Vanden Plas 1500. The larger 1750 cc engine was added to the range a few years later. The model changed little during its production run.

VAUXHALL

First all-new design post war were the L Series Wyvern and Velox. There was clear American influence in the design of these new family cars. They started production in September 1948 and finished in July 1951. Many of these went for export to help the British economy. The Wyvern was fitted with a 1442 cc four-cylinder engine with 35 bhp with a top speed of 62 mph. The optional extras available were a radio/heater/foglight. Although over 55,000 of these were made, these days they are forgotten classics with very few surviving.

Announced 2 October 1957, this is probably the best-known Cresta these days. It mimicked the American fashion for tail-fins, wrap-around windows and white-wall tyres, taking its cues from the 1957 model Buick Special announced twelve months before the Cresta, though understated compared to the Cadillacs and Buicks of the time. All factory-built PAs were four-door saloons: the estate cars were converted by Friary of Basingstoke, Hampshire and are rare today. The PA Cresta had independent front suspension using coil springs and an anti-roll bar with a rigid axle and semi-elliptic leaf springs at the rear. The Lockheed brakes used 9 in drums all round. Carried over from the last of the E series cars, the 2,262 cc six-cylinder engine had pushrod-operated overhead valves and a compression ratio of 7.8:1 (a low compression 6.8:1 version was available); it produced 82.5 bhp at 4,400 rpm. A single Zenith carburettor was used. The transmission had three forward speeds.It was well equipped with leather and nylon upholstery for its bench front and rear seats and woven pile carpet. A heater was fitted as standard. The radio remained an option on the home market. Other options included fog lamps, reversing light, locking filler cap and external mirrors. In order to keep the front floor clear to seat six people the handbrake lever was mounted under the dashboard and the gearchange lever was column mounted. The car could be ordered painted in either single or two tone colours. In August 1959 the Cresta was given a facelift, with a new, larger, grille and the replacement of the three piece rear window with a single wrap around screen. The previous ribbed roof panel was replaced with a smoothly contoured version (with structural revisions to the C pillars and rear parcel shelf area to retain structural strength). The Vauxhall flutes on the front wings finally disappeared, replaced by a straight chrome side moulding which was also the division point for the two tone colour scheme. Further changes came in August 1960 with the introduction of a new engine of square dimensions with a redesigned, longer, cylinder block and a capacity of 2651cc. A further increase in compression ratio to 8.0:1 and larger valves in wedge shaped combustion chambers contributed to a power output of 95bhp at 4,600rpm. Increased diameter wheels allowed larger brakes to be fitted, but these were still of the drum type (Ford had introduced front disc brakes as an option on the rival Zephyr/Zodiac models in September 1960 and would make them standard in June 1961). Externally, there was a redesign of the rear lights, with shallower units replacing the elongated oval ones of the previous versions. The direction indicators, previously in the rear tail fins were now incorporated in the main lamp unit and the fins were now solid with a V for Vauxhall badge. The rear bumper was now a higher mounted straight topped design. The front sidelights and direction indicators, previously separate were now in a combined housing and there were redesigned wheel trims and hub caps. Inside, a redesigned fascia with a padded top and a horizontal speedometer was featured. In October 1961 the final updates to the PA series were made. Front disc brakes became an optional extra (four months after Ford had made them standard on the Zephyr/Zodiac). Separate front seats became an option to the standard bench and there was now wood trim to the fascia and door cappings. The PA Cresta continued in production in this form until replaced by the PB series in October 1962.

Launched in 1962, the Velox and Cresta PB was a major styling revision, completely eliminating the tailfins, with a flat bonnet and generally more conservative styling taking its cues from the Victor FB introduced the previous year and with which it shared its doors. The engine was the same 2,651 cc straight six as the last of the PA series and although the compression ratio was increased to 8.5:1, power output remained at 95 bhp. Front disc brakes were now fitted as standard. In October 1963 an estate conversion was made available, the work carried out by Martin Walter Ltd. of Bedford Dormobile fame and fully approved by Vauxhall. The conversion featured a steel-framed glass fibre roof extension and tailgate. The rear doors with squared-off window frames were straight from the factory-built Victor estate. In October 1964 the engine was increased in capacity to 3293 cc by virtue of a larger, 92 mm, bore in combination with the original 82.55 mm stroke. Power increased to 115 bhp at 4,200 rpm. The gearbox was still three-speed with column change but an overdrive was available. As standard, the 3.3-litre cars had a three-speed column-change gearbox, with a four-speed floor-change unit as an option. Three-speed hydramatic automatic transmission was available with both engines but this was changed to the two-speed Powerglide unit towards the end of the 3.3-litre PB run. Servo-assisted brakes, with discs at the front, were fitted. Minor changes to gearing and the option of power steering were introduced early in 1965 and the PB series continued until replaced by the PC models in October of that year. The model received a new full-width chrome grille incorporating the headlights and there was a full-length chrome strip along the body sides. It was replaced just three years later by the new PC version. 87,407 were made.

Launched in 1963, as a competitor to the Morris 1100 and Ford Anglia, the Viva was utterly conventional in design and was Vauxhall’s first serious step into the compact car market after the Second World War, and the marque’s first new small car since 1936. Offered only as a two door saloon, the new car was powered by a 1,057 cc overhead valve, four cylinder, front-mounted engine driving the rear wheels, it was comparable in size and mechanical specifications with the new Opel Kadett released a year earlier in continental Europe. The Viva and Kadett were sold alongside each other in many markets. The HA set new standards in its day for lightweight, easy to operate controls, a slick short gearchange, lightweight steering and clutch pedal, good all-round visibility and relatively nippy performance. It was one of the first cars to be actively marketed towards women, perhaps as a result of these perceived benefits for them. The Viva was initially launched in Standard and Deluxe versions, identifiable by their simple horizontal slatted metal grilles. Minor changes in September 1964 included improved seats and more highly geared steering. A more luxurious SL variant appeared in June 1965. Engines were available in two states of tune: entry level models came with a power output of 44 bhp, while the Viva 90, introduced in October 1965, had a higher 9:1 compression ratio and produced 54 bhp. 90 models came with front disc brakes, while SLs featured contrasting bodyside flashes, a criss-cross chrome plated front grille, full wheel covers, three-element round tail lights and better interior trim. During its first ten months, over 100,000 HA Vivas were made, and by 1966 the HA had chalked up over 306,000 sales, proving that Vauxhall had made a successful return to the small-car market, which they had abandoned following the Second World War. In common with other Vauxhall models of the period, the HA, suffered severely from corrosion problems. One of the main problem areas being the cappings along the top side edges of the luggage compartment badly corroding and allowing water to enter, consequently leading to severe structural corrosion in the luggage-compartment floor area. As with a lot of other British cars of that period, many Vivas failed to survive long term, so it was good to see one.

Although there were not other body styles with Vauxhall badging, there was a Bedford Van version, and this long running model – built for 20 years – was very popular among small businesses as well as seeing service by many national operators such as British Rail, the GPO and latterly Royal Mail and BT among them. Much rarer was the version to be seen here. These were built by Martin Walter (Dormobile) – who also made the Beagle conversion – and by Walker Bodies of Watford. The pickup was made in very small numbers (believed to be around 60 in total) and only a handful of these survive today. When new they were sold to companies and private buyers directly through Vauxhall/Bedford dealerships.

The last of the Cresta series, the PC, was introduced for the London Motor Show in October 1965. No longer offered as a lower specification Velox version, it was designated PCS (standard), PCD (Deluxe) and PCE (Executive), this last having its own name, ‘Viscount’. It was a different car, larger and styled with the coke-bottle look that would also be seen in the FD Victor series: it now resembled a slightly smaller Chevrolet Impala. It was similar to the Australian Holden HR, but larger and better trimmed, and featured the 123 DIN/142 SAE hp 3.3-litre straight-six engine for its entire seven-year production run. Though a small-block V8 would have dropped straight in, this option was never offered in Europe. Initially, the three-speed column-shift manual transmission was standard with optional overdrive; four-speed manual and two-speed Powerglide were also optional. Later cars, from about 1971, came with four-speed manual or three-speed automatic, both having floor shift and bucket seats. The De-Luxe version had four headlamps instead of the two fitted on the (much rarer) base models. In January 1967 domestic market deliveries began of the Vauxhall Cresta estate car. This vehicle resulted from a conversion by Martin Walter of Folkestone, a firm better known for their (primarily Bedford based) Dormobile motorhome conversions. The estate version was 2 1⁄2 inches higher than the saloon due to a combination of heavy-duty rear suspension, an increase in the outer diameter of the tyres (to 7.00-14 in from 5.90-14in) and the modified roof line.] The Cresta estate was initially offered in the UK at £1,507, which represented a price premium of around 40% over the equivalent saloon. The long established Humber Hawk estate and recently introduced Ford Zephyr estate carried UK sales prices of £1,342 and £1,379 respectively. The Cresta estate offered a load platform length of 47 inches (120 cm) which increased to an impressive 76 inches (190 cm) when the back seat was folded down, but Vauxhall’s contender was never priced to be a big seller and the last estate cars were made in 1968. The saloon ran until 1972 and was not directly replaced.

The HB Series Viva was launched in October 1966. It inherited the engines, but little else, from the first Viva, the HA. It was a larger car than the HA, featuring coke bottle styling, modelled after American GM models such as the Chevrolet Impala/Caprice of the period. It featured the same basic engine as the HA, but enlarged to 1159 cc, but with the added weight of the larger body the final drive gearing was reduced from 3.9 to 1 to 4.1 to keep the nippy performance (except the SL90 which retained the 3.9 diff having the power to cope with the higher ratio). An automatic Viva HB was offered from February 1967, fitted with the ubiquitous Borg Warner Type 35 system. Cars of this size featuring automatic transmission were still unusual owing to the amount of power the transmission systems absorbed: in a heartfelt if uncharacteristically blunt piece of criticism a major British motoring journal later described Viva HBs with automatic transmission as “among the slowest cars on the road”. The HB used a completely different suspension design from the HA, having double-wishbone and coil springs with integrated telescopic dampers at the front, and trailing arms and coil springs at the rear. Lateral location and anti-squat of the rear axle was achieved using upper trailing arms mounted at approximately 45° fixed to lugs at the top of the differential. Both front and rear could also be fitted with optional anti-roll bars. The HB set new standards for handling in its class as a result of the adoption of this suspension design, where many of its contemporaries stuck with leaf springs and MacPherson struts. This encouraged the development of more powerful Viva models. First to appear was the Brabham SL/90 HB that was purported to have been developed with the aid of world racing champion Jack Brabham. Brabham models were marked out externally by distinctive lateral black stripes at the front of the bonnet that curved down the wings and then headed back to end in a taper at the front doors. The Brabham model differed from the standard Viva SL/90 in having a different cam-shaft, uprated suspension with anti-roll bars, different exhaust manifolds, and a unique twin-carb manifold, as well as differing interior trim. This model is almost impossible to find today. Not quite so rare is the top of the range model which was first seen in February 1968, the Viva GT. This car featured the 2 litre twin carb overhead camshaft engines from the larger Vauxhall Victor. It was distinguished by having a black bonnet with twin louvres and significant changes to the interior. Initially all the cars were white, but later GTs came in different colours. Fast for sure, the car was not as thoroughly developed as it needed to be, and the car was not really the desirable sports saloon that Vauxhall envisaged. A revised version produced in 1970 for the final months of HB production was much better, and these are the most desirable version of the range, if you can find one. 566,391 Viva HBs were produced. Whilst the body design had improved after Vauxhall’s poor reputation with corrosion on previous models, and the HB had better underbody protection, UK cars were still prone to rusting through the front wings in the area behind the headlights where water, mud and salt could accumulate. This ongoing problem with salt on UK roads affected many makes and models, not just the Viva, but Vauxhall’s ongoing poor reputation for corrosion undoubtedly contributed to the development of bolt-on wings and wheel-arch liners in subsequent generations of family passenger cars. There are not many HB Vivas left which is perhaps why this rather nicely presented GT model, which has recently emerged from a complete restoration at Vauxhall’s Luton works was creating so much interest.

By the time the FD Series models had come along, in the autumn of 1967, the Victor range had increased in size quite significantly, making it larger than the Cortina with which it had been competing. The new models featured overhead cam 1600 and 2000cc engines which sounded advanced, but which in reality did not deliver the potential that they should have done. The sporting VX4/90 was included once more. Vauxhall added a more luxurious model to the top of the new range in February 1968, with the Ventora, which was in effect a marriage of the Victor FD body with the 3.3-litre six-cylinder engine hitherto offered only in the larger Cresta and Viscount models. The Ventora offered a claimed 123 bhp compared with 88 bhp from the 2-litre 4-cylinder Victor, also featuring correspondingly larger front disc-brake calipers. The Ventora therefore differed most spectacularly from its siblings through its effortless performance: in that respect it had no obvious direct competitor at or near its launch price of £1,102. The interior was also enhanced, with extra instrumentation including a rev counter. From the outside Ventoras can be identified by their wider tyres, a front grille of toothy-harmonica like gaps in place of the Victor’s closely packed horizontal bars, and a black vinyl roof. Sales of the entire FD range were down over previous Victor models, with just under 200,000 units made between Autumn 1967 and March 1972.

The HC Viva, one example of which was here, was mechanically the same as the HB but had more modern styling and greater interior space due to redesigned seating and positioning of bulkheads. It offered 2- and 4-door saloons and a fastback estate with the choice of either standard 1,159 cc, 90 tuned 1,159 cc or 1,600 cc overhead cam power. No 2.0 GT version was offered with the new range, although the 2.0 became the sole engine offering for Canada, where the HC became the Firenza, marketed by Pontiac/Buick dealers without the Vauxhall name. The cloned Envoy Epic was dropped as Chevrolet dealers now carried the domestic Chevrolet Vega. The HC was pulled from the Canadian market after two model years amidst consumer anger over corrosion and reliability issues. A class action lawsuit launched against General Motors of Canada by dissatisfied owners was not settled until the early 1980s. The American influence was still obvious on the design, with narrow horizontal rear lamp clusters, flat dashboard with a “letterbox” style speedometer, and a pronounced mid bonnet hump that was echoed in the front bumper. A coupé version called the Firenza was introduced in early 1971 to compete with the Ford Capri and forthcoming Morris Marina Coupé. It was available in deluxe and SL forms, with the latter sporting four headlights and finally resurrecting the missing 2.0 twin-carburettor engine from the HB Viva GT. The basic 1,159 cc engine was enlarged to 1,256 cc in late 1971 and with this the 90 version was removed from the line-up. The overhead cam engines were upgraded in early 1972, the 1.6 becoming a 1.8 and the 2.0 twin carburettor became a 2.3 (2,279 cc). At this time, the Viva 2300 SL and Firenza Sport SL did away with the letter-box speedometer and substituted an attractive seven-dial instrument pack. Firenza SLs had a two round-dial pack, though all other Vivas and Firenzas stuck with the original presentation. In September 1973, the Viva range was divided, the entry 1,256 cc models staying as Vivas, with an optional 1.8 litre engine if automatic transmission was chosen. The 1.8 and 2.3 litre models took on more luxurious trim and were rebadged as the Magnum. At the same time, the Firenza coupe was given a radical makeover with an aerodynamic nose and beefed up 2.3 litre twin carb engine mated to a ZF five-speed gearbox, turning it into the HP (High Performance) Firenza. The Viva was again revised in 1975, with trim levels becoming the E (for Economy), L and SL. The E was Vauxhall’s answer to the Ford Popular and was first offered as a promotional edition two-door coupe using surplus Firenza body shells, before becoming a permanent Viva model in two-door saloon form. It was the only Viva to still have the strip speedometer after this as the L and SL adopted the Firenza SL’s two round dial set up. As of the autumn of 1975 the 1800 engine was also upgraded, increasing power from 77 to 88 hp. For 1977, the SL was replaced by the GLS, essentially marrying the plusher Magnum trim and equipment with the base 1,256 cc pushrod ohv engine. These models all had the full seven dial instrument panel, velour seating and Rostyle wheels, among many other upgrades. Viva production was scaled down after the launch of the Chevette in spring 1975. Originally a three-door hatchback, the Chevette offered two- and four-door saloons and a three-door estate in 1976 that all usurped the Viva’s position as Vauxhall’s small car entry. The Chevette hatch was also sold as the Opel Kadett City, but the Viva remained on sale until the later part of 1979, with 640,863 cars having been made. The Viva was effectively replaced by the new Vauxhall Astra, a variant of the front-wheel-drive Opel Kadett. By that time it was dated in comparison with more modern rivals like the Volkswagen Golf.

The final car to bear the Victor name, and the last Vauxhall to be designed independently of Opel, was the FE Series, and this was launched in March 1972. This was a time when labour relations in the UK motor industry were poor and strikes were an almost constant feature, so there were very few launch cars and most of the publicity material used drawings rather than photos. The FE Series cars appeared substantially larger than their predecessors, but in fact were no wider and only 2 inches longer with much of the extra length accounted for by larger bumpers. Nevertheless, a higher cabin and improved packaging enabled the manufacturer to boast of 1.5 inches more leg room in the front and no less than 4 inches of extra leg room in the back, with virtually no loss of luggage capacity. Useful increases in headroom and shoulder-level cabin width were also achieved through the use of differently shaped side panels and windows. The engines were carried over from the FD range although enlarged to 1759 cc and 2279 cc. For a short period, the straight-six engine was used in the Ventora and 3300SL models, the latter effectively a Victor Estate with lesser trim than the luxury Ventora. Most cars in this class featured manual transmission and with the FE Vauxhall belatedly fell into line with their principal market competitors by including a four-speed gearbox – available only at extra cost on the old Victor FD – as standard equipment. The FE’s extra weight presumably made this development irresistible. The four-speed transmission used the same box and ratios across the range, from the 1759 cc Victor to the torquey 3294 cc Ventora-badged version. Contemporary road tests of the four-cylinder cars commented adversely on the wide gap – highlighted on the mountain roads included in the Portuguese route chosen for the car’s press launch – between second and third gears. Although the architecture of the suspension remained as before, numerous detailed modifications were made to counter criticism of the old model. Changes included an anti-roll bar as standard equipment on all but the entry-level models, and stiffer springs at the back, intended to compensate for the Victor’s tendency to understeer. At the front the springing remained soft by the standards of the time: the track was widened by 1.7 inches and wheel geometry modified to incorporate “anti-dive action”, improvements intended to address the Victor’s tendency to wallow, which by then was attracting criticism from performance-oriented commentators. The FE Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord’s recirculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. Despite the absence of shared body panels anywhere that they could be seen, detailed investigation disclosed that minor assemblies such as the door locks and the wiper mechanisms were shared with the Opel Rekord D. World energy crises, falling exports and an increasingly muddled image led to Vauxhall’s decline during the early 1970s, such that sales of the FE slumped to 55,000 units before it was transformed to the VX series in January 1976. The changes introduced then were intended to position the car more clearly in the range over the newly introduced, and more expensive Cavalier, with a more powerful 1800cc engine and upgraded trim being among the modifications made. In this guise, the VX Series lived on nearly another 3 years before finally being replaced by the Carlton in the autumn of 1978. Seen here is a 2300 example of the FE Victor.

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.

This is a Chevette 2300 HS, 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.

Another rarity was this Mark 2 Cavalier Convertible, a derivative which was was launched in 1985. It was based on the 2-door saloon which was only available for a short time in the UK and was not very successful. The conversion of the Convertible was carried out by Hammond & Thiede. The car only came with the 1.8 injected petrol engine. Standard equipment included electrical operated and heated door mirrors, electric boot release. Optional equipment included a 3 speed automatic gear box, electric front windows, power steering, drivers seat height adjust and two-coat metallic paint. An equivalent open topped Opel Ascona was also offered. Production continued up till the introduction of the Mk3 Cavalier in October 1988.

Also here were a couple of Vauxhall models that were once very common sights on our roads, but which have now all but disappeared. These were a second generation Astra in Estate form and a third generation Cavalier hatch. This latter is celebrating its 30th anniversary this year.

The Lotus Carlton (other names include Vauxhall Lotus Carlton, Lotus Omega and Opel Lotus Omega) is a Vauxhall Carlton/Opel Omega A saloon upgraded by Lotus to be a 177 mph sports saloon with acceleration to equal contemporary supercars. Like all Lotus vehicles, it was given a type designation—Type 104 in this case. The external differences were minimal with the addition of a rear spoiler, vents on the bonnet, Lotus badges on the front wings and bootlid, a bodykit and considerably wider wheel arches distinguishing it from a standard Carlton/Omega. The car was only sold in one colour, a shade called Imperial Green, a very dark green that in anything but direct light appears black. Performance modifications started with an upgraded engine, which was enhanced by Lotus from the standard Opel 2,969 cc 24v straight six unit (used in the GSi). The engine was enlarged to a capacity of 3,615 cc Lotus then added Garrett AiResearch T25 twin-turbochargers, which provide up to 0.7 bar (10 psi) of boost from about 1500 rpm. The original distributor ignition system of the engine was replaced with a three-coil wasted spark system. The distributor drive was re-purposed as a water pump drive for the water-air intercooler circuit. The intercooler itself is manufactured by Behr and is capable of reducing the temperature of the compressed charge from 120 °C to 60 °C. In addition to fitting two turbochargers and an intercooler system, Lotus directed a number of engineering changes to the engine so that it would perform reliably with the higher power output. To cope with the higher cylinder pressures (about 95 bar (9,500 kPa)), the external webbing on the engine block was reinforced. The crankshaft was replaced as well; early development crankshafts were machined from billet steel in Italy, but the production units were forged by Opel and sent to Maschinenfabrik Alfing Kessler for machining. The cylinder head was left mostly the same as the 4 valves per cylinder from the Opel Omega, although the combustion chamber was milled to reduce the static compression ratio to 8.2:1 (from 10.0:1). The engine was fitted with forged slipper pistons produced by Mahle. Piston connecting rods were replaced with new units made to an original Lotus design. The same ZF 6-speed manual transmission as fitted to a contemporary Chevrolet Corvette ZR-1 was used to transfer this power to the rear wheels via a rear limited-slip differential from the V8 Holden Commodore. The multi-link suspension of the Omega, already praised by the automotive press, was modified by Lotus for better high-speed stability and improved handling dynamics. To combat the problem of significant camber change (seen with the car at high speed and when fully laden), the self-levelling suspension from the Opel Senator was fitted. Also borrowed from the Senator was the Servotronic power steering system, which provides full power assist at parking speeds, and reduces the power assist as the road speed increases. The Lotus engineers would have preferred using a rack and pinion steering arrangement, but cost and space constraints limited them to the worm-and-roller arrangement. The Lotus Carlton produced 377 bhp at 5,200 rpm and 419 lb⋅ft (568 N⋅m) at 4,200 rpm of torque, of which 350 lb⋅ft (470 N⋅m) was available from 2000 rpm. The car is capable of 0–60 mph in 5.2 seconds and achieve 0–100-0 mph in less than 17 seconds. Tall gearing allows it to achieve approximately 55 mph in first gear. The Lotus Carlton/Omega held the title of the second fastest four-door saloon car for some years, after Alpina B10 Bi-Turbo. The Carltons/Omegas were a favourite target of joyriders and other thieves. This posed a problem for the police, who had nothing quicker than the 24V Senator Bs. Because the Carlton/Omega could equal or exceed the performance of many contemporary sports cars while also carrying four passengers, it generated some controversy among the automotive and general press. Bob Murray, then editor of Autocar magazine, wrote: “Nobody buying this car could possibly argue he either needs or will be able to use a top whack which is claimed to be around 180 mph.” Murray went on to suggest that Vauxhall should follow the example set by German automakers (who had begun electronically limiting the top speed of their high-performance cars to 155 mph.) This sentiment was picked up by newspapers and talk radio stations, who would interview people calling for the car’s ban. Ultimately, the Opel executives associated with the project voted unanimously to not restrict the car’s top speed, and it was released to acclaim from the motoring press. Production of the Lotus Carlton/Omega began in 1990, four years after the original Omega went on sale. Opel had hoped to build 1,100 cars in total, but owing to the recession of the early 1990s, the £48,000 cars were not selling as well as anticipated and production at Lotus was halted in December 1992. Only 950 cars were completed: 320 Carltons and 630 Omegas, 150 short of the original target. The cars are now starting to become modern classics as low-mileage, well-looked-after examples become rare.

Prior to the Lotus tuned version, the range topper was the Carlton GSi 3000 upon which the Lotus Carlton was based. At launch in 1986 it had 177 bhp giving it a top speed of 134 mph. In 1990, power was increased by going from two valves per cylinder to four, creating a 24-valve engine, resulting in 204 bhp which allowed 0-62 mph to be dispatched in 7.6 seconds and increased the top speed to 149 mph (240 km/h). It was also available with an Automatic gearbox, which reduced the top speed to 146 mph and increased the 0–62 mph time to 8.6 seconds. The Carlton Diamond 3.0 24v Estate was also made. Identical to the GSI but with an estate body shell, it sold in much more limited numbers (90) and so is a much rarer sight.

VETERAN CAR CLUB

This would likely be the very first display that those who entered the event through Hall 1 would see. Called “Coming Home”, this Great War-related display featured a selection of cars that saw service in WW1, including a Rolls Royce Armoured Car. Based on a Silver Ghost chassis, these featured not just on the Western front, but also in the desert with Lawrence of Arabia.

Also here was a 1913 Wolseley 16/20 “Littleboy”. Many of these cars were used as staff cars and this example, completely original and unrestored, is thought to be one of them.

Not surprisingly, the commemorative display took home the Best Large Club display trophy in the C&SC Awards.

VIGNALE

Perhaps the best known of the cars to bear the Vignale name is this 500 Gamine, sometimes known as the “noddy car”. Produced from 1967 to 1971, the Gamine was based on the Fiat 500, but unlike that car, however, the Gamine had an open-top Roadster structure and only two seats. Styling was by Alfredo Vignale. The Gamine is sometimes related in design to the Fiat 508 Balila. A hard-top was offered at an extra cost, and is considered these days to be quite rare. It was powered by a 2-cylinder, air-cooled engine of 499.5 cc from the Fiat 500 sport, the sporty version of the 500, and an engine later to be offered on the 500F, producing 21.2 bhp, which was enough to get the car to 60 mph, just. The Gamine was Alfredo Vignale’s baby project, but while the design was fairly cute, the performance was lacklustre even for the times. A high price, mediocre handling and versatility, meant that the Gamine never sold very well. In fact, the slow sales drove Carrozzeria Vignale out of business, forcing Alfredo Vignale to sell his production line to De Tomaso.

VOLKSWAGEN

There were a number of examples of the much-loved Beetle here.

A car you don’t see that often now is the first generation Scirocco, a model which Volkswagen began work on during the early 1970s as the replacement for the aging Karmann Ghia coupe, and designated it the Typ 53 internally. Although the platform of the Golf was used to underpin the new Scirocco, almost every part of the car was re-engineered in favour of a new styling (penned by Giorgetto Giugiaro) which was sleeker and sportier than that of the Golf. Launched six months before the Golf, in order to resolve any teething troubles before production of the high volume hatchback started, the Scirocco went on sale in Europe in 1974 and in North America in 1975. Type 1 models featured a range of four-cylinder engines with displacements from 1.1 to 1.6 litres, with a 1.7 also offered in North America, all featuring a single-overhead camshaft and two valves per cylinder. During the production of the “Type 53”, there were subtle changes to the body and trim. On cars produced after the summer break in August 1975, the conventional two wiper system changed to a single wiper which parks on the passenger side of the windscreen, while the driver also benefitted from improved, lighter, steering linkage. In August 1977 the separate front side marker and turn signal, changed to a combination wrap-around orange lens. At the same time, behind the doors the B-pillar colour changed from body colour to black, which was thought to give the car a more pleasing profile. Other mid-life changes include the move from chrome bumpers with rubberised end caps to a plastic-coated one-piece wrap around bumper. In 1979, the one-piece “flag” style outside mirrors transitioned to a two-piece shrouded mirror. There were also special variants throughout the Type 1 production. Most distinguishable by paint schemes and trim, there were special versions called “Sidewinder”, “Sidewinder II”, “Champagne Edition”, “Champagne Edition II” and the “S”. The Champagne Edition II only came in white with black accents and a Zender front spoiler. On the NA models the 1980 “S” versions came in only three colours, Alpine White, Black and Mars Red with unique colour accents. This “S” model differed from the base model by having blacked out chrome trim, day glow additions to the exterior trim, Recaro designed sports seats, white letter tires, sport strips and a standard five-speed transmission. This was followed by the 1981 “S” versions which only came in Cosmos Silver Metallic, Cirrus Gray Metallic and Mars Red without the colour accents. Steel sunroofs were an available option, though unlike those on the second-generation Sciroccos introduced in 1982, these earlier versions only tilted open. They did not slide back but could be removed and stored in a special fabric folder and placed in the boot. Not forgetting the addition of the “Storm” models, available in two colours with a run of 250 cars in each colour.

Nice examples of the regular Golf 2 are quite rare now, but there was one here.

Joining it was an example of the Golf GTi Mark 2. VW had launched the second generation Golf in August of 1983, nearly 9 years after production of the first model to bear the name had begun. This time, a GTi version was included in the product plans from the start, and the new GTi was announced in May 1984. Like the regular Golf 2, it was almost 7″ longer than the Mark 1, with 3″ extra in the wheelbase and a 2″ wider track. It was also 10% heavier, but with significantly improved aerodynamics, resulting from attention to detail which included integrated gutters and flush glass as well as more rounded styling, the cd fell from 0.42 to 0.34. Initially it was powered by the same 1781cc fuel injected engine, but there were all round disc brakes and longer suspension travel improved the ride. Competitors came snapping at its heels, though, so after 2/5 years, VW responded by giving the car 24% more power, achieved by doubling the number of valves to 16. Lower stiffer suspension and bigger front brakes were also fitted, all of which restored the Golf GTi 16V to the top of the Hot Hatch pile. For most people that is, though the 8v car retained a following thanks to its broader torque spread. This less powerful car changed from a mechanical K-Jetronic injection system to a new Digifant electronic set up in 1987 at which point the front quarterlights were deleted, and a digital instrument pack became an option on the 16v car. Power steering became standard in late 1990 and the 8v gained the interior from the 16v model. Production ran through to February 1992, by which time the Mark 3 GTi was waiting in the wings. over 600,000 were built over an 8 year period, around 10% of all Mark 2 Golf production. A rare open-topped car also featured in the display.

Broadly contemporary with that car was this second generation Scirocco. A heavily redesigned “Type 2” variant (internally designated Typ 53B) went on sale in 1981, although it remained on the A1 platform. The second generation Scirocco, still assembled on behalf of Volkswagen by Karmann of Osnabrück (in the same factory as the first generation Scirocco), was first shown at the 1981 Geneva Motor Show in March that year. Designed by Volkswagen’s own internal design team, the new car featured increased front and rear headroom, increased luggage space and a reduction in the coefficient of drag. One feature of the Type 2 was the location of the rear spoiler midway up the glass on the rear hatch. A mid-cycle update occurred in 1984, which included minor changes over the 1982 model: removal of the outlined “SCIROCCO” script from the rear hatch (below the spoiler), a redesigned air conditioning compressor, and a different brake master cylinder with in-line proportioning valves and a brake light switch mounted to the pedal instead of on the master cylinder. Halfway through the 1984 model year, a new space-saver spare wheel was added, that provided room for a larger fuel tank (with a second “transfer” fuel pump). Leather interior, power windows and mirrors, air conditioning, and a manual sunroof were options for all years. The 1984 model year saw the return of two windshield wipers (vs the large single wiper), absent since the 1976 models. Eleven different engines were offered in the Type 2 Scirocco over the production run, although not all engines were available in all markets. These engines included both carburettor and fuel injection engines. Initially all models had eight-valve engines. A 16-valve head was developed by tuner Oettinger in 1981, with the modification adopted by Volkswagen when they showed a multi-valve Scirocco at the 1983 Frankfurt Motor Show. It went on sale in Germany and a few other markets in July 1985, with a catalysed model arriving in 1986. Displacements ranged from 1.3 litres up to 1.8 litres. Power ranged from 60 PS to 112 PS for the 8 valve engines and either 129 PS or 139 PS for the 16 valve engines. Numerous trim levels existed, depending on the model year and market, and included the L, CL, GL, LS, GLS, GLI, GT, GTI, GTL, GTS, GTX, GT II, Scala, GT 16V and GTX 16V. Special limited edition models including the White Cat (Europe), Tropic (Europe), Storm (UK), Slegato (Canada), and Wolfsburg Edition (USA and Canada) were also produced. These special models typically featured unique interior/exterior color combinations, special alloy wheels and had special combinations of options such as leather, multi-function trip computer and/or power windows as standard. Scirocco sales continued until 1992 in Germany, the UK, and some other European markets. The Scirocco was briefly joined but effectively replaced by the Corrado in the VW line-up.

Final VW was certainly a car the Germans would call a “Youngtimer” classic, this rather nice Corrado VR6. VW had enjoyed considerable success with the Scirocco, a front wheel drive Hatch that was based on the Golf, and offered a stylish modern alternative to the Ford Capri and Opel Manta. the second generation car did not quite the same favour as the first, but even so there was eager anticipation of what was initially thought would be the third generation car. But as VW looked to push the model further upmarket, they opted for a new name, choosing Corrado for the car, which debuted in 1988. Although the new car’s floorpan was based on that of the Mark 2 Golf/Jetta, there had been a plan that the model would actually replace the Porsche 944. That idea came to nought and the car, built by Karmann, as the Scirocco had been, took its place in the VW range, alongside the Scirocco which remained in production for a further three years. All Corrados were front-wheel drive and featured petrol engines, the car debuting with two engine choices: a 1.8 litre 16-valve inline-four with 136 hp and a troublesome supercharged 1.8 litre eight-valve inline-four, marketed as the G60 and delivering 160 hp. The Corrado G60 was named for the G-Lader with which it was equipped, a scroll supercharger whose interior resembles the letter “G”. Volkswagen introduced two new engines for 1992. The first was a naturally-aspirated 2.0 litre 16-valve 136 bhp inline-four, basically a further development of the 1.8 litre engine; this engine was not made available to the North American market. The second was the 12-valve VR6 engine, which came in two variants: a 2.8 litre 179 bhp model for the US and Canadian markets and a 2.9 litre 187 bhp version for the European market. Upon revising the engine, VW updated the styling with a new front grille and foglamps. With the introduction of the VR6 engine, the G60 engine disappeared from the North American market after 1992 and European market in 1993. The VR6 engine provided a compromise between both V-shaped and straight engines by placing the two cylinder banks at an angle of 15° with a single cylinder head. This design allowed engineers to fit a six-cylinder engine into roughly the same space that was previously occupied by four-cylinder engines, while closely approaching the smoothness of a straight-six design. By the time it was launched, VW had updated the Golf to the Mark 3,and some elements of its A3 platform was introduced on the Corrado with the VR6 announcement, including the suspension components, the rear axle assembly and some parts of the A3’s ‘plus’ type front axle assembly. The subsequent wider front wheel-track of the Corrado VR6 necessitated the fitting of new front wings with wider wheel arches and liners along with a new front bumper assembly. Together with a new raised-style bonnet to accommodate the VR6 engine, these body improvements were carried across the model range. A 2.0 litre eight-valve model with 115 hp was produced in Europe in 1995. A UK-only limited production model, the Corrado Storm, was also sold. Some discreet “Storm” badging, a colour-keyed front grille, an additional Storm badge on the gear gaiter surround (an upgrade from the standard Karmann badge), 15 inch BBS “Solitude” alloy wheels, and standard fitment of some previously optional items (such as the leather heated front seats) were all that differentiated this model from the base Corrado VR6. Only 500 were produced: 250 in Classic Green with a cream leather interior, and 250 in Mystic Blue, a colour unique to the Storm, with a black leather interior. The Storm models are the most desirable of all these days. Production ended in 1995. Although the car was much praised for its handling, and the VR6 engine was sublime, t was costly, Karmann’s build quality was patchy and those who experienced the G60 versions had more than their fair share of reliability issues (A colleague of mine had at least 4 superchargers blow in the first 60,000 miles). All told, 97,521 Corrados were produced.

Very different from everything else on show was this example of VW’s amazing XL1. This is the third iteration of the Volkswagen 1-litre car and was unveiled at the 2011 Qatar Motor Show. The diesel plug-in hybrid prototype is branded as a “Super Efficient Vehicle”. According to Volkswagen, the XL1 can achieve a combined fuel consumption of 0.9 l/100km (310 mpg) with CO2 emissions of 24 g/km. Like the earlier L1, the XL1 uses a two-cylinder turbo-diesel. Displacing 800 cc, it is rated at 35 kW (47 hp) and 121 Nm (89 lb-ft) of torque and transmits power to the rear wheels through a seven-speed DSG transmission. The electric motor pitches in with 20 kW (27 hp) and 100 Nm (74 lb-ft) of torque, and can work in parallel with the diesel or drive the car independent of it. Fully charged, the XL1 can travel up to 35 km (22 mi) on electric power. The XL1 has a curb weight of 795 kg, and a drag coefficient (Cd) of 0.186 (a similar drag coefficient to the General Motors EV1 electric car). Frontal area is 1.5 m2 giving a drag area (CdA) of 0.28 m2. Just 23.2% of the car is made out of either steel or iron; the drivetrain weighs 227 kg (500 lb). The XL1’s length and width are similar to the Volkswagen Polo, with a length of 3,970 mm (156.3 in) and width of 1,682 mm (66.2 in). However, the car is much lower with a height of only 1,184 mm (46.6 in), and has a coupe-like roofline, reducing interior volume. The design incorporates butterfly doors, with the interior seating layout using a staggered side-by-side arrangement similar to a Smart Fortwo, rather than the previous versions’ tandem seating. Performance credentials include a governed top speed of 158 km/h (98.2 mph), with acceleration to 100 km/h in 11.9 seconds. Production of the car, on a limited basis, started in 2013, and ran through to early 2014, by which time the promised 250 units had been made. I think it’s an amazing looking car, and an instant classic. Only a handful were sold in the UK, and they did not come cheap. The owner of this one – which I have seen at a number of shows in recent months – said that there was very little change from £100,000 when he bought it.

VOLVO

Star of the Volvo Owners Club stand was this 1936 PV36 Carioca, a luxury car manufactured by Volvo Cars between 1935 and 1938. The word Carioca describes someone from Rio de Janeiro, Brazil, and was also the name of a dance that was fashionable in Sweden at the time when the car was introduced. Visually the car was styled similarly to the then strikingly modern Chrysler Airflow. Volvo styling was heavily influenced by North American auto-design trends in the 1930s and 1940s, many of the company’s senior engineers having previously worked in the US Auto-industry. The PV36 was the first Volvo to offer an independent front suspension, but the car used the same side-valve engine as the traditional Volvo cars that were still produced alongside the modern Carioca. The PV36 was an expensive car, with a price at 8,500 kronor and Volvo didn’t build more than 500 cars. The last one wasn’t sold until 1938.

Along with the earlier PV444, the PV544 was made by Volvo from 1947 to 1966. During World War II’s early stages, Volvo had decided that a new, smaller car that could deliver good fuel economy would assure the company’s future. A raw materials shortage during the war drove home the point that an automobile should be smaller, and also complicated Volvo’s ability to mass-produce the product. In 1944, when the car was finally introduced to a car-hungry public, response was very positive and orders poured in from the Swedish population. It was another three years though, until 1947, before series production began. The PV quickly earned a reputation for being strong and rugged, although the design was considered outdated from early on. The PV444 was Volvo’s first uni-body car. Its body structure was influenced by the 1939 Hanomag 1,3 litre, which was purchased and studied by Volvo engineers. It was also the first Volvo in almost 20 years to come with a 4-cylinder engine. The first PV444s were powered by a 40 PS 1.4 litre inline-four engine designated the B4B, with three main bearings, overhead valves, and a single downdraft carburettor. The power of this engine increased to 44 PS in October 1950, and to 51 PS in October 1955. US models, beginning to appear in the US in early 1956, received an uprated version called the B14A which was given twin side-draft 1½ in S.U. carburettors for a total of 70 hp. Most early US sales were limited to Texas and southern California. American customers also had the option of European delivery, in which case they could also get a cheaper model with the basic B4B engine. By the 1957 model year, engine displacement was increased to 1.6 litres and both single downdraft- B16A and twin side-draught carburetted B16B versions were offered. Fuel economy was quite above average for cars sold in the United States. Performance, particularly with the twin carburettor configuration, was brisk. The combination of performance and durability won over many two-seat sports car drivers, allowing them a pleasurable drive in the entire family’s company if desired and the car enjoyed considerable success in motorsport. In 1958, the PV544 was phased in. Subtle differences with the PV444 included the introduction of a curved one-piece windscreen to replace the two panes of flat glass, larger taillights, and a ribbon-type speedometer. The 444’s 3-speed manual transmission was also supplanted by a 4-speed unit in the 544. The next significant change occurred in 1962, when the B16 was replaced by Volvo’s new B18 engine, initially developed for the P1800 sports car introduced the previous year. This 1.8 litre engine had five main bearings. Again single and twin carburettor versions were offered, designated B18A and B18D, respectively. Also in 1962, Volvo changed from 6- to 12-volt electrical systems. In 1963 Volvo began producing the 544 at their new Canadian Dartmouth/Halifax plant, the first Volvo plant to be located outside of Sweden. The PV544 was also made as an estate (wagon) version, the Duett, initially designated the P445 and later the P210. The 544 received incremental mechanical revisions and trim changes until its final production year of 1965. Exactly 440,000 units were built during the 18-year run. The car had so endeared itself to its owners that Volvo ran self-deprecating advertisements in late 1965 and early 1966 imploring PV owners not to be angry with the company.

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.

Volvo unveiled the 164 at the Paris Motor Show early in October 1968 as a luxury version of their 140 series. The wings, the grille, the front bumper, the bonnet, the headlamp bezels, and the front indicators were all unique to the 164; to accommodate the long 3-litre 6-cylinder engine the 164’s wings and bonnet were longer than those of the 4-cylinder 140, but the overall height and width of the 164 were the same as the 140 series. The interior featured a simulated woodgrain dashboard face and leather seating surfaces. Introduced the same year as the BMW E3, the 164 was Volvo’s answer to the Mercedes-Benz 250 and Jaguar XJ6. Despite being relatively heavy, the 164 gave favourable fuel economy compared to other 6-cylinder European cars of similar dimensions. The 164 was facelifted in 1973, with new rear and side lamps, a new grille and front bumper, new flush-mounted lift-type exterior door handles, new wing mirrors, and a new instrument cluster and dashboard which included air ducts. In 1974 the vent wings were eliminated from the front doors, and the 164 became one of the earliest cars to offer heated seats. A limited edition of the 164, the 164TE was made only in 1974 and only for 3 markets, Great Britain, Germany and Australia. The 164TE had extra accessories fitted as standard, including air conditioning, a 4 speaker 8 track player with radio, headlight wipe/wash system, rear head rests and rear reading lamps and a fully carpeted boot with lighting. This more upmarket version was only available in 3 colours, being metallic light blue, metallic copper, and metallic teal. It was superceded by the 264 in 1975, with 46,008 having being built. Unlike the 260 family, all 164 models were sold with a saloon body.

The Volvo 262C is the first luxury coupé made by Volvo. Based on the Volvo 200 Series, the 262C was built by Bertone in Turin for the 1977-1981 model years. A team of American executives and engineers led by Henry Ford II had visited a Volvo factory in the mid-1970s and had brought Continental Mark IVs to drive. The car generated interest among both the Volvo staff and the people living in the area. Without the facilities to spare on a low volume project, Volvo arranged with Bertone to build the coupe. The drivetrain, suspension, floor pan, and many of the body panels of the 262C were taken directly from the Volvo 260 sedan, with Bertone building the roof pillars, roof pan, windshield surround, cowl, and the upper parts of the doors. The roof of the 262C is about 10 cm lower than that of the 260 sedan. On the occasion of Volvo’s 25th anniversary in the United States, Volvo North America charged Newport Conversions of Santa Ana, California, with converting the 262C into a convertible to give as a gift to the company CEO. This version was called the 262C Solaire. Volvo’s Swedish headquarters, however, vetoed the project due to safety concerns, and only five cars were built in the end. The 262C used the PRV engine, a V6 engine developed jointly by Peugeot, Renault, and Volvo. The engine used a Lambda-sond oxygen sensor system; this was the first use of this system on a production V engine. Standard equipment included power windows and mirrors, central locking, full leather interior, cruise control, air conditioning, heated front seats, alloy wheels and electrically powered radio antenna. The only optional extras were a limited-slip differential, a choice of stereos, and the no-cost option of a Borg-Warner three-speed automatic instead of the four-speed manual with electrically operated overdrive. By 1981, the manual option had been deleted in the US. Aimed mainly at the United States market, the 262C was Volvo’s first entry in the luxury car market. About half of the annual production was earmarked for the United States. It competed against the Cadillac Eldorado and the Mercedes-Benz 280CE. In 1979 the 262C was given a deeper trunk lid, wrap around taillights, and thermostatic heater controls. Manual transmission cars got the shift linkage from the 242GT. In 1980 the engine bore was increased from 88 mm to 91 mm, resulting in a displacement increase from 2,664 cc to 2,849 cc. The engine was also reconfigured, with seven main bearing instead of four and an increase in compression ratio from 8.2:1 to 8.8:1. Also in 1980 the front air dam from the 242GT was added to the 262C. For North America, the 2.8-litre engine produces 130 bhp. In 1981, for the last year of production, the vinyl roof was deleted. 6622 cars were produced from 1978 to 1980.

More recent large Volvo models were also here, a 960 saloon from the early 90s and a V70 from the mid noughties.

And finally there was this 1967 Volvo F86. This is a very important vehicle in the history of British trucking as it is the very first Volvo commercial vehicle sold in the UK by Ailsa Trucks 50 years ago. It was bought back by Volvo and sent to Sweden for restoration in its original livery.

VSCC

The cars on display on this Club stand were the Edwardian Brasier, a vintage Humber Saloon, the iconic Brescia Bugatti,a Hudson Super 6, Lagonda Tourer, Morgan Racer, and the GN Cognac, just the he sort of cars you can see at the many VSCC events during the course of a year.

WARTBURG

The Wartburg 311 was a car produced by East German car manufacturer VEB Automobilwerk Eisenach from 1956 to 1965. The 311 model was manufactured in a number of variations, including pickup, sedan, limousine, coupé, and as a two-seat roadster. The two-stroke engine was enlarged to 992 cc in 1962. An interim model, called the Wartburg 312 and featuring the chassis developed for the succeeding 353, was built from 1965 until 1967. Production of the Wartburg 311 was already underway at Eisenach by the end of 1955. The car was a development of the existing EMW 309. This was the car previously identified as the IFA F9, which, in turn, had been based on the 1940 DKW F9 scheduled for launch in 1940 until the Second World War intervened. The basic architecture of the pre-war design, forcibly acquired from Zwickau-based Auto Union, was retained, albeit with the chassis lengthened by 10 cm, which combined with long overhangs to create a larger car with a relatively spacious four-door sedan/saloon body. The name “Wartburg” came from the very first model (Wartburgwagen) produced in 1898 at the Automobilwerk Eisenach factory, three decades before that company was acquired by BMW, and nearly five decades before the plant’s location, following the defeat of Third Reich, in the Soviet occupation zone placed it under state control. The “311” designation followed the tradition of the plant’s previous owner, BMW, whose Eisenach-produced passenger cars had all been identified by a three-digit number starting with a “3”. The use of a separate chassis facilitated the adaptation of the car to a range of differing body shapes. On the other hand, the use of a separate chassis with the frame rails running under the passenger compartment’s floor during a period when automakers elsewhere in Europe were increasingly standardizing on self-supporting car bodies, left the Wartburg approach looking increasingly dated, and also added to the car’s height, while “low-long-sleek” was becoming the order of the day in car styling. The 313-1 was a two-seat roadster, sold as the Wartburg Sport, built from 1957 until 1960. Of 469 cars that were built, about one-third were exported to the United States. A plethora of other body styles were available, including a rare four-door military utility roadster, coupés, and several station wagon versions. Exports of the Wartburg 311 to West Germany beginning in 1958, and by the early 1960s the car was exported to many other countries, including the United Kingdom and United States. In all, 737 right-hand-drive 311s were built from 1961 until 1964.

This was an absolutely pristine looking Wartburg 1.3, a model that was not sold in the UK when new. These were produced by Automobilwerk Eisenach between October 1988 and April 1991, as an updated version of the Wartburg 353, with a 1.3 litre, four-stroke, four-cylinder engine as also used in the second generation Volkswagen Polo, instead of the original 1-litre, two-stroke, three-cylinder unit found in the 353. In 1984 a deal was reached in which IFA would assemble Volkswagen’s 1.3-litre EA111 engine under license, in the Barkas plant in Karl-Marx-Stadt (Chemnitz). The engine was too long to be mounted longitudinally in the Wartburg 353, and too long to fit between the front wheels in a transverse installation. One prototype with the longitudinal engine was built, nicknamed Nasenbär (Coati) because of its long nose. Wartburg chose the transverse option, and thus the Wartburg 1.3 only entered production in October 1988 as a new transmission also had to be developed, as well as an entirely new front end (everything ahead of the A-pillar was new). The track was widened by 3.9 inches in front and by 2.4 inches in the rear, necessitating small wing extensions. The new drivetrain also meant that the gearlever migrated to the floor, instead of on the column where it was usually found on Wartburgs. The considerable changes meant that the development costs far outreached the projected expense of manufacturing the four-stroke 1600 cc engine developed by Wartburg’s own engineers in the early seventies. The appearance was also altered by the installation of a new front panel, with large wraparound turn signals and a smoothed-off appearance. Being rather expensive (nearly twice the price of the 353 W), the 1.3 sold slowly from the get-go. The two-stroke 353 W continued to be built until 1989, when imported cars became available. Being a four-stroke was not enough of a novelty to convince buyers, especially in Western export markets. After the reunification in late 1989, the Wartburg 1.3 was no longer competitive, and production slowed down until it was discontinued on 10 April 1991. A pickup version (not available within the Eastern Bloc) called the Wartburg 1.3 Trans was also available, although only about 920 were built. A total of 152,757 Wartburg 1.3 were built, about half of them intended for export.

WOLSELEY

As in previous years, the Wolseley Owners Club had an extensive and varied display, with a mix of the more familiar (and recent) cars as well as some far less well known models.

The Wolseley Series II commenced with the Super Six 16hp, 21hp and 25hp models, launched at the 1935 Motor Show. In 1936, the 10/40, 12/48 and 14/56 models followed; the final Series II model was the 18/80 (1937). However, the Series II had a short life; the first Series III models appeared in the 1937 Motor show, and a year later the last Series II models went out of production. Superficially, these cars look like the contemporary Morris Series II models, but the bodies (except for the rare coupes) are quite different, and the Wolseleys had overhead valve engines, four-speed gearboxes and pressed-steel ‘Easiclean’ wheels, all of which were not usually found on Morris cars between 1937 and 1938. Wolseleys were also sometimes distinguished by three-tone colour schemes. There were still some various body styles. Fixed-head coupe bodies were available on the 10/40, 12/48 and Super Six chassis; there was the ‘Salon-de-Ville’ on the 14/56, 18/80 and 25hp chassis; the long wheelbase 25hp chassis was offered with either a limousine or a landaulette body; and for police use, there was a tourer bodied 14/56. Quite a few cars were given special bodywork, drophead coupes by a variety of coachbuilders. This is a 1938 Super Six Series III 25HP Drophead.

Along with the 4/bbbbbbb50, the 6/80 was the first new model that Wolseley put into production after the war. Launched in 1948, the new cars were based on the Morris Oxford MO and the Morris Six MS respectively. The 4-cylinder 4/50 used a 1476 cc 50 hp version of the 6/80 engine, while the 6/80 used a 2215 cc 72 hp straight-6 single overhead cam. It was 7″ longer, to accommodate the longer in-line 6 cylinder engine and had bigger brakes. The cars featured a round Morris rear end and upright Wolseley grille and were used extensively by the Police at the time, especially the 6/80. These models were built at Morris’ Cowley factory alongside the ‘Oxford’. They were replaced in 1953 and 1954 by the Wolseley 4/44 and 6/90.

The 15/50 was replaced by the Wolseley version of the Farina range of saloons. This was the first of the quintet to appear, as the 15/60, in late 1958. When the entire range was facelifted for 1962, a larger 1622cc version of the B Series engine was put under the bonnet, and the rear tail fins were toned down somewhat, creating the 16/60, which stayed in the range until 1971.

There were a couple of examples of the Wolseley version of the ADO17 “Land Crab” here, the 18/85 and later Six. This was the luxury version of the car and featured higher quality trim and the most powerful engine, which in the case of the 18/85 meant the twin carb 1798cc B Series and for the Six, which was launched in March 1972 with the Series 3 cars, the new E Series 2226cc 6 cylinder engine. Production ceased at the end of 1974.

YUGO/ZASTAVA

Final car among the Eastern Bloc cars was this Yugo 511. What started out as the Zastava 101 goes back to 1971, and was a derivative of the Fiat 128, but with a fifth door added for extra practicality. The cars arrived in the UK in 1981, aimed at the budget end of the market. The Fiat 128 was long out of production, replaced by the Strada, but following the popularity of the Fiat-based Lada and FSO (Polski Fiat), it was thought that there would be a market for a slightly smaller model as well. And so it proved that there was, with cars that initially had cumbersome names such as the Zastava 1100 Mediteran. Three and five door bodies were available with either an 1100 or 1300cc engine. It was not long before a four door saloon was added and the cars adopted the styling of the facelifted Fiat 128 that had been seen in 1976. They were renamed, so the first digit denoted the number of doors and the second and third the engine size. When Yugo, as the cars had become known brought in the smaller 45 hatch, based on the Fiat 127 but with a completely different body, the focus on these cars dropped away. The model remained on sale with a number of further updates, in the Balkans for many years after this. There are very few of them left in the UK.

Originally designed in Italy, as a shortened variant of the Fiat 127, the first Yugo prototype was manufactured on 2 July 1977. Series production started on 28 November 1980. The Zastava Koral, a facelifted model, was marketed until 11 November 2008, after production of 794,428 cars. The first cars arrived in the UK in 1983, and were called the Yugo 45, featuring the 903cc 45 bhp engine familiar from the Fiat 127. Over the years more powerful models arrived, the Yugo 55 and later the 65, and following a facelift to try to improve the rather patchy levels of build quality they gained the suffix A, so the car seen here is a Yugo 55A. The market was changing in the 1980s, though and bargain-basement cars lost their popularity, so sales in the UK petered out towards the end of the decade. In is native land and parts of Eastern Europe, it remained in production for many years after that, though there was quite an interruption or production during the Bosnian war period.

SPORTING BEARS

The Sporting Bears is a charity that raises money by offering out rides in an array of sports and exotic cars owned by its members, and they were here with a vast and disparate collection of cars for the public to get to ride in. In exchange for a fee which varies from a few pounds to a few tens of pounds, depending on the car, an enthusiast was taken for a memorable ride of around 10 miles on roads around the NEC. Competition among the members is around who can raise the most money during the day, and it gets quite intense, I understand. Over 1000 Dream Rides took place over the duration of the event, raising around £31,600.

After two full days meandering around the display stands in the NEC, I was physically tired – hardly a surprise given the fact that my phone declared I walked around 15km on both days! – but buzzing with all the fabulous cars that I had seen. The NEC may lack the glamour of some of the largest continental events, and it certainly does not attract the same level of global participation by either exhibitors, or attendees, but as a showcase for the love of classic and interesting cars in Britain it has to rank as one of the best events of the year.