Bicester Heritage Scramble – 5 June 2021

Given the length of the various Covid-related lockdowns and the continued restrictions on larger scale gatherings, almost every planned event in 2020 and the first part of 2021 has had to be postponed or cancelled. Many have tried to pick a new date and hope that by the time it came round, things would have improved and for some that has indeed been successful. Pity the organisers of the popular Bicester Heritage Scramble events though. The planned April 2020 event was moved out to June, and then October, at which point they decided to refund all participants. Late in the year, when the omens looked better they announced an event for early January 2021, one of the weekends they have customarily held a Scramble, but with a reduced capacity. It sold out so quickly they decided to offer a second event the day before on the Saturday. It was also a sell-out with all 4000 places being quickly secured. Of course, lockdown 3.0 precluded that happening, and the revised date of April 2021 came and went, with events on this scale still not permitted. Finally in June 2021, at the sixth attempt to go ahead, restrictions were eased sufficiently to make it possible. The good thing about the new date was this coincided with the somewhat belated arrival of warm summery weather and the Saturday dawned cloudless and stayed that way for most of the day. A capacity crowd of cars and people duly filed into the site, eager to enjoy what pre-lockdown had become one of the nation’s most popular one day events. Because of the limited number of attendees, the organisers decided against any Car Club specific displays, though it is clear that Porsche Club GB thought they could achieve the same effect as they usually so, with a massive presence of cars, often parked together in large groups in the main parking area. Pre 1990 cars were given priority to park in the display areas around the buildings in the technical site, leaving everything else in the main car parks. There was a lot to see and people stayed until well into the afternoon taking it all in.

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ABARTH

Most Abarths of the 1960s were based on regular Fiat models, and there was one of these on show, 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

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When Fiat absorbed Abarth in the Summer of 1971, the small manufacturer effectively became Fiat’s competition department. Running the successful but expensive prototype racing program was entrusted to Enzo Osella. His small company had previously already been responsible for offering customer support to privateers campaigning Abarths. Despite the organisational changes, Osella-tweaked Abarths took five out of ten wins in the 1972 running of the highly competitive European 2-Litre Sports Car Championship. With the other manufacturers like Chevron and Lola continuously developing their cars, Osella could however not rely on the ageing Abarths for another season. Instead, he expanded his business and turned out ‘his’ first sports prototype ahead of the 1973 season. In many ways still a development of the Abarth SE021, the new ‘Abarth-Osella’ was dubbed the PA1. This was short for ‘Prototipo Alberto’ in honour of former Abarth and Osella engineer Alberto Guerrato. He was also a close friend of Enzo Osella, and had just succumbed to an incurable disease. The Abarth name was retained as a reference to the engine used and also provided the customers with a sense of continuity. The new PA1 was a wholly conventional design, built around a riveted sheet-aluminium monocoque chassis. The double wishbone suspension at the front was bolted directly at the tub. At the rear a tubular subframe was used to take the load of the multi-link suspension. Coil springs over dampers and ventilated discs were used on all four corners, while both the front and rear end featured anti-roll bars. Enzo Osella still relied on the purpose-built four cylinder Abarth engine. Displacing just under 2-litre, the thoroughly modern unit boasted two overhead camshafts, four valves per cylinder and Lucas fuel injection. In its latest specification, the Abarth engine produced around 270 bhp at 8,700 rpm. It was initially mated to a Hewland FT 200 gearbox but this proved not reliable enough so the sturdier FG 400 was used instead. The body used on the PA1 was a subtle evolution of the design used so successfully the previous season. The main change was at the tail, which in 1972 still used a separate rear wing. In its original guise, the smooth design sported two small spoilers integrated in the left and right corners of the tail. The final version, however, featured a full-length aerofoil that was mounted as an integrated part of the bodywork. Building on the success of the previous season, Enzo Osella managed to build and sell or race ten PA1s. The season did not get off to the best of starts but eventually Vittorio Brambilla and Arturo Merzario managed to score a win each in the eight-round European Championship. In the manufacturers’ standings Abarth-Osella had to settle for third behind Lola (five wins) and Chevron (a single victory). Ahead of the 1974 season, Osella developed the Abarth-Osella PA2, which sported an even smoother body. It would be the last sports prototype to bear the Abarth name but it faced even stronger opposition. On his own, Osella would continue to produce sports racers and single seaters using a wide variety of engines. The PA1 remains as the final ‘Scorpion-badged’ sports racer to win a round of the European Championship.

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The 595 name was resurrected in 2012 and the car remains in the range even now. A couple of examples were to be seen here.

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There were also an example of the 124 Spider here. Eagerly awaited, the 124 Spider went on sale in September 2016. A quick reminder as to what this car is: The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a 0-62mph time of 6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle, as the Abarth UK staff demonstrated many times during the evening. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. The car seen here was sporting the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and is likely to be popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors. There will be more powerful versions to come, including a monstrous 300bhp Abarth 124 Rally.

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AC

Based on the open two-seat AC Ace, the Aceca was a hand-built grand tourer in the British tradition, with ash wood and steel tubing used in their construction. One notable feature was the hatchback at the rear, making the Aceca only the second car, after the 1953 Aston Martin DB2/4, to incorporate this element. It was produced from 1954 until 1963. The car originally had an AC engine but the similar Bristol-engined Aceca-Bristol was also available alongside the original from 1956 to 1963 when production of the engine ceased. A few cars were built from 1961 to 1963 with a 2553 cc tuned Ford Zephyr engine and sold as the Aceca 2.6. The main difference between the Aceca and Aceca-Bristol was the engine. Both used a straight-6 unit, but the Aceca shared its 90 hp 1,991 cc overhead camshaft AC engine with the lighter AC Ace, while the Aceca-Bristol used a 125 hp “D-Type” 1971 cc unit sourced from Bristol Cars. The Aceca-Bristol was also available with a milder “B-Type” Bristol engine of 105 hp. In the UK, the basic car cost £1722. The front-end styling of the Ace and Aceca reportedly traces back to a design done by Pinin Farina for AC in the late 1940s. An alternative theory is that it was inspired by the Ferrari Barchetta of the day. The car is rather light owing to a tubular frame, aluminium engine block and aluminium body panels. Large 16″ spoked road wheels and near 50/50 weight distribution allowed exceptional handling on substandard road surfaces. Later Acecas feature front-wheel disc brakes (added in 1957), while all share transverse leaf spring IRS, articulated rear half-axles, worm-gear steering, an optional overdrive on 2nd, 3rd and 4th gears, curved windscreen, and leather-covered bucket seats. The suspension is independent at the front and rear using transverse leaf springs. 151 Acecas, 169 Aceca-Bristols and 8 Ford-engined models had been built when production halted in 1963.

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Genuine AC Cobra are rare beasts, as not that many were produced, but for the last as long as anyone can remember, there have all manner of replica and officially sanctioned continuation type cars produced, so there are pretty decent numbers of cars around that bear the legendary shape of this raw sports car. There were a couple of such examples here.

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ALFA ROMEO

Most numerous of the Alfa Romeo models here were from the 105 Series, the mainstay of the range in the 1960s and early 70s. First of the all-new Giulia models to appear was the Berlina, launched in 1962. The styling was quite straight forward, but great attention was paid to detail. The engine bay, cabin and boot were all square shaped. But the grille, the rooflines and details on the bonnet and boot made for an integrated design from bumper to bumper. Thanks to Alfa Romeo using a wind tunnel during its development, the Giulia was very aerodynamic with a drag coefficient of Cd=0.34, which was particularly low for a saloon of the era and not a bad figure even for cars of today. Couple that with the fact that Alfa Romeo was one of the first manufacturers to put a powerful engine in a light-weight car (it weighed about 1,000 kilograms) and thanks to an array of light alloy twin overhead camshaft four-cylinder engine, similar to that of the earlier Giulietta models range, the car had a lively performance which bettered that of many sports cars of the day. The Tipo 105.14 was the first model, with a 1,570 cc Twin Cam engine with single down-draft carburettor generating 91 hp at 6500 rpm. The “TI” nomenclature referred to a class of Italian saloon car racing known as “Turismo Internazionale”, and had previously been applied to higher-performance versions of the 1900 and Giulietta saloons in the 1950s. However, for the Giulia saloon, the Ti was at first the only version available, and later, with the introduction of the TI Super and Super, the TI became the base version for the 1,600 cc engine class. The steering column gearchange (the only one in the Giulia range) was replaced with a floor change for 1964 (Tipo 105.08). Right hand drive cars, available from 1964, only ever had a floor change (Tipo 105.09). Brakes were by drums all around at first. Discs were introduced later, first at the front, and later all around. A brake servo was not fitted at first, but was introduced in later cars. The steering wheel featured the only horn ring ever in the Giulia range. The dashboard with a strip speedo is a notable feature, as is the steering wheel with a horn ring. The Giulia TI was phased out in 1968 and re-introduced as the austerity model 1600 S. Tipo 105.16 was a special racing model introduced in 1963. Quadrifoglio Verde stickers on the front wings were a distinguishing feature. Only 501 were made for homologation and today it is very rare and desirable. The 1,570 cc engine was fitted with two double-choke horizontal Weber 45DCOE carburettors for 110 hp at 6500 rpm. The body was lightened and a floor gearchange was fitted as standard, as were alloy wheels of very similar appearance to the standard steel ones of the TI. The TI’s instrument cluster with its strip speedometer was replaced with a three-instrument binnacle comprising speedometer, tachometer and a multi-gauge instrument (fuel, water temperature, oil temperature and pressure) – these instruments were similar to those fitted to the contemporary Giulia Sprint and Sprint Speciale coupes and Spider convertibles. The steering wheel was a three-spoke item with centre hornpush, also similar to that of the more sporting models. Braking was by discs all around, although the first cars used drums and early disc models lacked a servo which was introduced later. The police cars seen in The Italian Job were of this type. Tipo 105.06 was an austerity model made from 1964 to 1970 with a 1,290 cc single-carburettor engine for 77 hp at 6000 rpm. Four-speed gearbox with floor change fitted as standard (the 1300 was the only Giulia model not fitted with a five-speed gearbox). Though the engine was given a 105 series type number, it was basically the engine from the 101 series Giulietta Ti. This model appears not to have been exported to many markets outside Italy, if at all. Braking was by discs all around, without a servo at first, later with a servo. Tipo 105.26 was introduced in 1965. It transferred the technology from the racing TI Super to a road car, to make the most successful Giulia saloon. 1,570 cc engine with two double-choke Weber 40DCOE carburettors for a milder, but torquier tune than the TI Super – 97 hp at 5500 rpm. There was a new dashboard with two large round instruments (speedo and tacho) and clock, a sportier steering wheel with three aluminium spokes and centre horn push, similar to that of the Ti Super, later changed for one with the horn pushes in the spokes. All-around disc brakes with servo were fitted as standard from the outset. The serpent crest of the Sforza family appears in a badge on the C-pillar and is a distinguishing feature of the Super. For 1968, there was a suspension update, including revised geometry and a rear anti-roll bar. The wheels were changed in size from 5J x 15 to 5J x 14, and tyres from 155/15 to 165/14. For 1970, updates included dual-circuit brakes, centre-mounted handbrake lever to replace under-dash “umbrella handle”, larger external doorhandles, and top-hinged pedals (the latter in left hand drive models only; right hand drive continued with bottom-hinged pedals to the end of production). In 1972, Tipo 105.26 was rationalised into the Giulia 1.3 – Giulia 1.6 range. Tipo 105.39 built from 1965 to 1972. Right hand drive model replaced in 1970 by the 1300 Super. 1,290 cc engine with single down-draft carburettor for 81 hp at 6000 rpm. Unlike the re-deployed 101-series Giulietta engine of the austerity-model 1300, the 1300 ti motor was a 105 series engine, basically that of the sportier GT1300 Junior coupe with different camshaft timing (but the same camshafts) and induction system. Five-speed gearbox. Three-spoke bakelite steering wheel with plastic horn push covering the centre and spokes. Dashboard initially with strip speedo like that of the TI. For 1968, updates included a dashboard based on that of the Super, but with a simpler instrument binnacle, still featuring two large round instruments (speedo and tacho) and a separate fuel gauge, and the same suspension, wheel and tire updates applied to the Giulia Super in the same year. For 1970, updates included dual-circuit brakes, centre handbrake, larger external doorhandles and top-hinged pedals (on left hand drive cars only), again as applied to the Super for that year. Tipo 105.85 was basically a Giulia TI re-introduced in 1968 as a lower-level model to come between the 1300 and 1300 ti on one hand, and the Super on the other. It had a re-interpretation of the 1,570 cc single-carburettor engine for 94 hp at 5500 rpm and similar trim to the 1300 ti. Replaced in 1970 by the 1300 Super which offered similar performance in a lower tax bracket. The last cars from 1970 featured the top-hinged pedals, centre handbrake and dual-circuit brakes as for the Super and 1300 ti. Tipo 115.09 was introduced in 1970. It was basically a 1300 ti fitted with the engine from the GT 1300 Junior coupe that featured two double-choke horizontal carburettors; the engine actually had the GT 1300 Junior type number. This model was rationalised into the Giulia Super 1.3 – Giulia Super 1.6 range in 1972. In 1972 a rationalisation of the Giulia range saw the Super 1300 (Tipo 115.09) and the Super (Tipo 105.26) re-released as the Super 1.3 and Super 1.6. The two models featured the same equipment, interior and exterior trim, differing only in engine size and final drive ratio. The 1300 ti was dropped. A small Alfa Romeo badge on the C-pillar is a distinguishing feature, as are hubcaps with exposed wheel nuts. In December 1972 Alfa-Romeo South Africa released the 1600 Rallye. This locally developed more powerful 1600 cc version of the 1300 Super used the 1300’s single-headlight body shell. The car was largely ready for competition and was only planned to be built in limited numbers, and was fitted with racing-style rear-view mirrors, rally lamps, fully adjustable seats, and a limited-slip differential. Claimed power was 125 hp. The Giulia Super range was re-released in 1974 as the Nuova Super range, including the Giulia Nuova Super 1300 and 1600 This featured a new black plastic front grille and a flat boot lid without the characteristic centre spine. Otherwise the cars differed little from their Giulia Super predecessors and bore the same Tipo numbers with an S suffix. A Nuova Super fitted with a Perkins 1,760 cc diesel with 54 hp at 4000 rpm, was the firm’s first attempt at diesel power. The same Perkins diesel was used also in Alfa Romeo F12 van. The diesel version was slow, 138 km/h (86 mph), and the engine somehow unsuitable for a sport sedan so it was not big seller, only around 6500 examples were made in 1976 and the car was not sold in the UK. Production of the Giulia ceased in 1977. There are relatively few of these cars in the UK, and many of these are left hand drive models which have been re-imported relatively recently, or have been converted for historic racing, so it was good to see a trio of nice road-going models here.

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

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There were a couple of the popular 105 Series Spider here, both of them the Series 2 cars. This is the only version which was officially sold new in the UK, and even then only for a brief period, even though the 105 Series car had a production run of almost 30 years. The Series 2 was first seen in 1970, and it marked the first significant change to the exterior styling, with the original’s distinctive elongated round tail changed to a more conventional cut-off tail, called the “Kamm tail”, which gave the car better aerodynamics as well as improving the luggage space. Numerous other small changes took place both inside and out, such as a slightly different grille, new doorhandles, a more raked windscreen, top-hinged pedals and improved interior trim. 1971 saw the Spider Veloce get a new, larger powerplant, a 1962 cc, 132 hp unit and consequently the name was changed from 1750 Spider Veloce to 2000 Spider Veloce. The 1600 Spider restarted production a year later as the Spider 1600 Junior, and was visually identical to the 1300. 1974 saw the introduction of the rare, factory request, Spider-Targa. Based upon the Spider, it featured a Porsche style solid rear window and lift out roof panels, all made out of black GRP type material. Less than 2,000 models of such type were ever made and was the only part solid roof Spider until the introduction of the factory crafted hard top.The 1300 and 2000 cars were modified in 1974 and 1975 respectively to include two small seats behind the front seats, becoming a “two plus two” four seater. The 1300 model was discontinued in 1977. Also, between 1974 and 1976, the early-style stainless-steel bumpers were discontinued and replaced with black, rubber-clad units to meet increasingly stringent North American crash requirements. 4,557 examples of the 1300 Junior were made and 4,848 of the 1600 Junior as well as 16,320 2000 Spider Veloces and 22,059 of 2000 Spider Veloce US version. There were also 4,027 1750 Spider Veloces produced.

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The 916 Series cars were conceived to replace two very different models in the Alfa range. First of these was the open topped 105 Series Spider which had been in production since 1966 and by the 1990s was long overdue a replacement. Alfa decided to combine a follow on to the Alfetta GTV, long out of production, with a new Spider model, and first work started in the late 1980s. The task was handed to Pininfarina, and Enrico Fumia’s initial renderings were produced in September 1987, with the first clay models to complete 1:1 scale model made in July 1988. Fumia produced something rather special. Clearly an Italian design, with the Alfa Romeo grille with dual round headlights, recalling the Audi-based Pininfarina Quartz, another design produced by Enrico Fumia back in 1981, the proposal was for a car that was low-slung, wedge-shaped with a low nose and high kicked up tail. The back of the car is “cut-off” with a “Kamm tail” giving improved aerodynamics. The Spider would share these traits with the GTV except that the rear is rounded, and would feature a folding soft-top with five hoop frame, which would completely disappear from sight under a flush fitting cover. An electric folding mechanism would be fitted as an option. Details included a one-piece rear lamp/foglamp/indicator strip across the rear of the body, the minor instruments in the centre console angled towards the driver. The exterior design was finished in July 1988. After Vittorio Ghidella, Fiat’s CEO, accepted the design, Alfa Romeo Centro Stile under Walter de Silva was made responsible for the completion of the detail work and also for the design of the interiors, as Pininfarina’s proposal was not accepted. The Spider and GTV were to be based on the then-current Fiat Group platform, called Tipo Due, in this case a heavily modified version with an all new multilink rear suspension. The front suspension and drivetrain was based on the 1992 Alfa Romeo 155 saloon. Chief engineer at that time was Bruno Cena. Drag coefficient was 0.33 for the GTV and 0.38 for the Spider. Production began in late 1993 with four cars, all 3.0 V6 Spiders, assembled at the Alfa Romeo Arese Plant in Milan. In early 1994 the first GTV was produced, with 2.0 Twin Spark engine. The first premiere was then held at the Paris Motor Show in 1994. The GTV and Spider were officially launched at the Geneva Motor Show in March 1995 and sales began the same year. The cars were well received. At launch, many journalists commented that Alfa had improved overall build quality considerably and that it came very close to equalling its German rivals. I can vouch for that, as I owned an early GTV for eighteen months, and it was a well built and reliable car. In 1997 a new engine, a 24-valve 3.0 litre V6, was available for the GTV along with bigger, 12.0 inch brakes and red four-pot calipers from Brembo. The console knobs were changed from round central to rectangle ones and to a three-spoke steering wheel. Some versions were upgraded with different front bumper mesh to bring the wind noise down to 74 dBA. In May 1998 the cars were revamped for the first time, creating the Phase 2 models. Most of the alterations were inside. The interior was changed with new centre console, painted letters on skirt seals, changed controls and switches arrangement and different instrument cluster. Outside, the main changes included chrome frame around the grille and colour-coded side skirts and bumpers. A new engine was introduced, the 142 bhp 1.8 Twin Spark, and others were changed: the 2.0 Twin Spark was updated with a modular intake manifold with different length intakes and a different plastic cover. Power output of the 2.0 TS was raised to 153 bhp. Engines changed engine management units and have a nomenclature of CF2. The dashboard was available in two new colours in addition to the standard black: Red Style and Blue Style, and with it new colour-coded upholstery and carpets. The 3.0 24V got a six-speed manual gearbox as standard and the 2.0 V6 TB engine was now also available for the Spider. August 2000 saw the revamp of engines to comply with new emission regulations, Euro3. The new engines were slightly detuned, and have a new identification code: CF3. 3.0 V6 12V was discontinued for the Spider and replaced with 24V Euro3 version from the GTV. 2.0 V6 Turbo and 1.8 T.Spark were discontinued as they did not comply with Euro3 emissions. By the 2001-2002 model year, only 2 engines were left, the 2.0 Twin.Spark and 3.0 V6 24V, until the Phase 3 engine range arrived. The Arese plant, where the cars had been built, was closing and, in October 2000, the production of GTV/Spider was transferred to Pininfarina Plant in San Giorgio Canavese in Turin. In 2003 there was another and final revamp, creating the Phase 3, also designed in Pininfarina but not by Enrico Fumia. The main changes were focused on the front with new 147-style grille and different front bumpers with offset numberplate holder. Change to the interior was minimal with different centre console and upholstery pattern and colours available. Instrument illumination colour was changed from green to red. Main specification change is an ASR traction control, not available for 2.0 TS Base model. New engines were introduced: 163 bhp 2.0 JTS with direct petrol injection and 237 hp 3.2 V6 24V allowing a 158 mph top speed. Production ceased in late 2004, though some cars were still available for purchase till 2006. A total of 80,747 cars were made, and sales of the GTV and Spider were roughly equal. More V6 engined GTVs than Spiders were made, but in 2.0 guise, it was the other way round with the open model proving marginally more popular.

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When the 156 was launched in 1997, things looked very bright for Alfa. Striking good looks were matched by a driving experience that the press reckoned was better than any of its rivals. The car picked up the Car of the Year award at the end of the year. and when it went on sale in the UK in early 1998, waiting lists soon stretched out more than 12 months. Reflecting the way the market was going, Alfa put a diesel engine under the bonnet, launched a (not very good, it has to be admitted) automated transmission with the SeleSpeed, added a very pretty if not that commodious an estate model they called Sport Wagon and then added a top spec 3.2 litre GTA with its 250 bhp engine giving it a performance to outrun all its rivals. And yet, it did not take long before the press turned on the car, seduced by the latest 3 Series once more, citing build quality issues which were in fact far from universal. The 156 received a very minor facelift in 2002 and a more significant one in late 2003 with a new front end that was a clue to what would come with the car’s successor. Production ceased in 2005.

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Rather than replacing the 916 Series GTV with a single model, Alfa elected to produce two successors. The more commodious of the two, the GT, was the first to appear, making its debut in March 2003 at the Geneva Motor Show, finally going on sale in early 2004. It was built at the Pomigliano plant, alongside the 147 and 159. The GT was based on the Alfa 156 platform, which was also used for the 147, providing the 2-door coupé with genuine five-passenger capacity. It was styled by Bertone. Most mechanicals were taken directly from the 156/147 using the same double wishbone front suspension and MacPherson rear setup. The interior was derived form the smaller hatchback 147 and shared many common parts. The GT shared the same dash layout and functions, the climate control system as well as having a similar electrical system. Some exterior parts were taken from 147 with the same bonnet, wing mirrors and front wings (from 147 GTA). The engine range included both a 1.8 TS, and 2.0 JTS petrol engine, a 1.9 MultiJet turbodiesel, and a top-of-the-range 240 bhp 3.2 V6 petrol. There were few changes during the GT’s production life. In 2006 Alfa introduced a 1.9 JTD Q2 version with a limited slip differential, and also added a new trim level called Black Line. In 2008 Alfa introduced the cloverleaf model as a limited edition complete with new trim levels, lowered suspension, body kit, 18 inch alloy wheels and was only available in the colours black, Alfa red, or blue. with 1.8 and 2.0 litre petrol engines as well as the 1.9 litre Multijet turbo diesel. The GT was acclaimed for its attractive styling and purposeful good looks, in 2004 being voted the world’s most beautiful coupe in the annual ‘World’s Most Beautiful Automobile’ (L’Automobile più Bella del Mondo) awards. The car sold reasonably well, with 80,832 units being produced before the model was deleted in 2010.

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The other 916 series replacement cars were the Brera and Spider models, and this is what was to be seen here. Visually similar to the 159 models at the front, the Brera and Spider boasted unique styling from the A pillars rearwards. They were offered with the same range of engines as the 159, and thanks to that strong, but rather heavy platform on which they were built, even the 3.2 litre V6 cars were more Grand Tourer than rapid sports car. Pininfarina was responsible for both models. The Brera was first to market, in 2005, with the Spider following in 2006. Production of both ceased in late 2010, by which time 12,488 units of the Spider and 21,786 units of the Brera had been built. It will be very surprising if these do not attain classic status, and the consequent rise in values, though that has not happened yet.

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From the current range were examples of the well-liked Giulia Quadrifoglio.

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ALPINA

The Alpina C1 was based on the E21 323i and was among their most popular early models, providing superior performance over the unmodified car. The C1 2.3 made 168 bhp and 225 Nm (166 lb/ft) of torque. 0–100 km/h (0-62 mph) is achieved in 7.8 seconds. Top speed was 213 km/h (132 mph). The extra power is due to special Mahle pistons, and a special exhaust and ignition system. It also received dry-sump lubrication and a short-ratio five-speed gearbox. Only 35 C1 cars were built, making it one of the rarest Alpina models. As BMW released the 325i, Alpina responded with the C2 2.5, and later the 2.7 models, providing between 190–210 hp. The brakes and suspension were also upgraded. The C1 2.5 and early C2 / 2.6* models used the M20B23 (2,3L) engine, but bore and stroke were increased to achieve a displacement of 2552 cc. Alpina reworked the head which was ported and polished, installed harder valve springs and a hotter cam. The intake manifold was also reworked, and Alpina used a larger throttle body. It produced 182 bhp, with 246 Nm (181 lb/ft) of torque. Alpina claimed 0–100 km/h (62 mph) acceleration in 7.1 seconds. Top speed was 220 km/h (137 mph). Production is unclear, with estimates ranging from 35 cars built to around 400 depending on the source.

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Rather more recent was this B3 Touring from the recently superceded F31 generation.

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ALVIS

The 12/50 was redesigned for the 1926 model year. From Autumn 1925 a new stronger chassis was used for the TE, which had its engine (now built around a redesigned crankcase) enlarged again to 1645 cc, and the TF of the same year with a short stroke version of the same engine, displacing 1496 cc. A single-plate clutch replaced the previous cone type, and for these and all subsequent 12/50s the engine was bolted directly to the flange-frame chassis, dispensing with the subframe of previous models. From the TE and TF models onwards four-wheel brakes were fitted as standard, single-shoe drums on the rear replacing the double-shoe drums of the previous model. The TE and was superseded for the 1927 model year by the TG. Confusingly, the short-stroke TF was replaced in the 1927 range by a car with an ‘S’ prefix: the SD. The TG was the standard ‘touring’ model, while the SD – powered by the 1496 cc engine, now fitted with a large-port cylinder head – satisfied the needs of the sporting motorist. Also available in this year was the TH, which had the gearbox and rear axle ratios of the ‘touring’ TG, but the sub-1500 cc engine of the SD. The TG and SD models were available until 1929. The TG and (very rare) TH models can be recognised by their taller radiators, with a noticeably deeper top section. Cars from the 1928 and 1929 model years also sported higher-set lamps, with horizontal crossbar, in accordance with the fashion of the time. The 12/50 was withdrawn between 1929 and 1930 when the company decided that the future lay with the front-wheel drive FD and FE models, but when these did not reach the hoped for volumes a final version of the 12/50 was announced for the 1931 model year as TJ. Fitted with the 1645 cc engine this continued in production until 1932. The ‘post-vintage’ TJ is referred to by Alvis historians as being from the ‘revival period’, and it differs from its predecessor in a number of ways, notably coil instead of magneto ignition, deep chromed radiator shell, and rear petrol tank in place of the scuttle-mounted tank on most older 12/50s. The TJ was joined in the range by a more sporting version of the same chassis, but this car was marketed not as a 12/50, but as the 12/60. The TK 12/60 was available in 1931, and the TL 12/60 in 1932.

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Produced between 1953 and 1955, the TC was an update of the 3 Litre. The car was available in four-door saloon and drophead versions essentially the same as the TA 21. The saloon bodies were made for Alvis by Mulliners of Birmingham) and the dropheads by Tickford. A sunshine roof remained standard as did “separately adjustable front seats; heater and air-conditioning unit; Trico windscreen washers” drawing the comment from Autocar “In detail fittings . . . this car leaves little to be desired. The 2,993 cc engine was upgraded to produce 100 bhp by modifying the cylinder head and fitting twin SU carburettors. Suspension was the same as the TA 21, independent at the front using coil springs with leaf springs at the rear. The 11 in drum brakes using a Lockheed system were also retained. However this update found few buyers during a very difficult year for the British Motor Industry and though it remained in the catalogue and continued to be advertised it was in practice replaced by the Grey Lady. The TC.21/100 or Grey Lady was announced on 20 October 1953 came with a guarantee of a speed of 100 mph resulting from an improved exhaust system and an engine compression ratio raised from 7:1 to 8:1 to take advantage of the availability of better petrol. The final drive ratio was raised from 4.09:1 to 3.77:1. A paired front fog lamp and matching driving lamp became a standard fitting. The bonnet gained air scoops and wire wheels were fitted to try to enliven the car’s image. A heater was fitted as standard but a radio remained an expensive option. A saloon version tested by The Motor magazine in 1954 had a top speed of 100.1 mph and could accelerate from 0-60 mph in 15.4 seconds. A fuel consumption of 20.6 mpg was recorded. The test car cost £1,821 including taxes. Nevertheless just 18 months later the Times’ Motoring Correspondent tested and reported on the Grey Lady under the headline “Few Concessions to Fashion Trends”. His opening gambit was that this Alvis was now one of the few British cars that did not look American and, he said, there was little concession to the cult of streamlining beyond the two air scoops in the bonnet. He wrote that spacious internal headroom and wire wheels completed that picture. It was noted the instruments were not in front of the driver but in the centre of the dashboard (instrument panel) and so the speedometer was apt to be masked by the driver’s left hand. However the front seats were comfortable and rear seat passengers received padding on the wheel arches surmounted by armrests. Leather upholstery, pile carpets and walnut facings for the dashboard and lower parts of the window frames completed the traditional picture. He did however say that “the driver who is sensitive to the “feel” of his car will enjoy every moment of his motoring irrespective of the traffic” and reported the car’s behaviour on corners was extremely stable though potholes like those caused by recessed manhole covers proved very heavy going for the springing. Nonetheless, 7576 examples of the model were produced.

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

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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.

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ASTON MARTIN

In 1967, it was seen as “just an old car”, a scruffy pre-war roadster lurking in a lock-up garage. But it really wasn’t just any old car and, even though Robert Jervis didn’t know it at the time, that tired-looking sports car was a very special machine indeed – one of just 23 Aston Martin Speed Models ever made. And the £325 that the farmer paid for the Aston, equivalent to about £5,700 in today’s money, is surely one of the bargains of the 20th century given its current six, or even seven, figure value. Not that Robert, who was 21 when he bought the car and has owned it for more than 50 years, would ever consider selling it, even though its sister car – the famous Red Dragon – has been valued at a staggering £1.75million. One day the car, which is the only original metal-framed racing Aston Martin Speed Model, will pass to his sons Tom and Henry, the latter having driven the car in the 2015 Mille Miglia. “I count myself extremely lucky to own it, and I’d never consider selling it,” says Robert, now 72. “I’ve had it so long that it’s become a family heirloom. “It’s a shame things like this are so valuable because ordinary people can no longer afford to buy them and they have become rich men’s toys.” Robert’s car, registered DGJ 242, was built to race, bearing chassis number 704 and the fourth of the Bertelli 2-litre Speed Models produced by Aston Martin, a development of the successful 1½-litre designs. Rumours that a larger-engined car was imminent were confirmed when two entries were made in the 2-litre class of the 1936 Le Mans 24-hour race. That race was cancelled because of industrial action and political strife in France, and Aston Martin sold off the two prototypes and withdrew from racing altogether, but not before two further cars were prepared for the same year’s TT at the Ards course in Northern Ireland. One of these was a factory-backed car, now known as Red Dragon, driven by the legendary Dick Seaman; the other was Robert’s, chassis number H6/704/UR, a private entry prepared by the works team and piloted by wealthy American amateur Alan Phipps. “Mine did three laps, then he stuffed it over a straw bale and that was the end of that race,” says Robert, showing us the car in a garage it shares with an Austin 7 fabric saloon. “The other car went on to be very competitive. It was beating a national team of BMW 328s, which were generally acknowledged to be the best car for that sort of race, until his engine seized because they’d made a mistake with the oil feed.” Following its TT crash, Robert’s car was rebuilt and pushed into a garage, laying idle until after the war. From 1946 to 1953, the Aston enjoyed success in racing and hill climbs before going through a succession of owners and ending up in a lock-up in Berkshire. That’s where, in 1965, a 19-year-old Robert first laid eyes on the car which would prove to be a lifelong passion. “I was visiting a friend and he said ‘you will be interested in this, go and have a look in that shed across there’. I must have shown some sort of interest in old cars by then,” he says. “He was letting this garage to a chap who was a maintenance engineer with the water board down there. In those days, these old cars were just not valued, they were looked down on – it was just thought of as an old car. “There were still a few pre-war cars on the road, but not many, and you could pick up an Austin 7 for a fiver. “I had a look and I had no idea what it was. I could see it was an Aston Martin, which is a special name, but I didn’t know anything about the car other than that. “He’d been fiddling with it, but it was not in very spectacular condition. It had no seats and no floor. I said if it ever comes up for sale let me know. “Two years later he rang me up and said ‘if you want that car you can have it, it’s for sale’.” Still none the wiser about the rare treasure he had unearthed, Robert headed back to Lambourn, agreed to pay £325 and returned with the Aston…on the back of a coal lorry. “I still didn’t know what I was getting, but I thought ‘right, I’ll buy it’, and I managed to scrape the money together and that was that,” he says. “It cost about the same at the time as a two or three year old Morris Minor. “A friend of mine had a contract to take coal to Didcot Power Station, so I went with him one afternoon, dropped the coal off and went on to Lambourn and rolled it from a village garage ramp and into the back of this six-wheeled coal lorry. “We took it to a local garage ramp and rolled it off the lorry and I drove it back. The engine was spitting and spluttering, but it kept going. “Later, on inspection, I found that there was water in the oil, which indicated something seriously wrong. I started to take it apart but because I didn’t know much about Aston engines at the time I had to send it away to a specialist who rebuilt the engine. “I started tidying up the rest of it, working on the body, which was in poor condition.” Robert had honed his skills at the local garage, according to his wife of 50 years, Jane. “He used to spend hours, days down at the garage observing and finding out things,” she says, in the farmhouse kitchen looking out over the rolling Warwickshire countryside. “He’s never been able to have anything without taking it apart and finding out how it works.” “They were very helpful,” adds Robert. “At 21 I was beginning to get into the maintenance of machinery on the farm. I’ve always had a mechanical bent and an affinity with metal. I like rebuilding things.” All those hours in the garage paid off when Robert got the 130mph Aston on the road in 1969 after a two-year home restoration, painted in a dark, Jaguar blue. Not that Jane especially enjoyed the thrills of this raw-boned racer. “It is an uncomfortable, hard ride and I feel as if I’m going to bounce out. But it is fun being in the open and smelling all the smells,” she says. “We went up to Yorkshire to visit friends when the M1 was new. We came back down in the rain and that was fine because the rain just flew over the top when you are going fast. “We didn’t know how fast, because the car has no speedo, only a rev counter. When we had to stop at the traffic lights, we put up an umbrella.” By now, Robert knew much more about the history of the car. “I knew by the time I had rebuilt it that it was a rare Speed Model,” he says. Unfortunately, after driving the Aston for two years, the engine started to leak water into the oil once more. “There was a score down number four cylinder,” Robert says. “I took it all apart and started again and completely rebuilt it, starting properly in 1976. “I noticed that the chassis was badly bent, and one side at the front was 1.5 inches higher than the other, which I’d failed to notice originally. It had had five crashes in its racing life. “I straightened it all out on the farm and welded up all the surplus holes drilled into the chassis over the years. It was a long rebuild – I spent years at it.” This wasn’t the only project that Robert had embarked on, having picked up a badly damaged 1933 Rolls Royce 20/25 Barker limousine for just £150 in 1968. During the Aston’s long rebuild, Robert set about learning as much as he could about the car’s history, amassing a huge file of information including correspondence with former owners. He spoke at length with Birmingham industrialist Noel Bond-Williams who, along with his friend John Rowley, raced the car with some success in the late 1940s. “I remember him telling me he went to Friary Motors at Windsor and the car was in the back of the garage covered in dust, just as though it had come off the race circuit,” says Robert. “Bond-Williams already had a Speed Model road car which he had used for competition a little bit, and he bought this one purely for racing. He was successful in racing and hill climbs.” This Aston was developed extensively during his ownership together with his friend St John Horsfall, a talented engineer and successful driver. They carried out continuous engine development in conjunction with SU Carburettors, Dunlop Racing and KLG Plugs in pursuit of speed and reliability. Bond-Williams wrote to Robert in June 1990, as the car’s long restoration was nearing completion. “I am glad to hear that DGJ 242 is in good order – I had mentally written it off when it was in the hands of B Baxter – it then was, by hearsay, not much good,” he wrote. “When I bought it it was pretty original, but with a special camshaft. We applied the Horsfall treatment (named after St John ‘Jock’ Horsfall) and gave it various modifications. “The last time I drove the car was in the Daily Express Production Car Race at Silverstone. We had had some big end trouble during practice, which involved several strip downs, and on the last one a very tired mechanic failed to tighten up the sump plug. It fell out, so did the oil, and I retired after an interruption of power which led to spinning off at Maggots. “Before being able to get her going again I suffered a fairly serious abdominal operation and for quite separate reasons my company’s bank manager preferred me to give up racing. He had had one fright, I suppose. “I sold the car to B Baxter, who drove the car without much regard or much maintenance, as I hear that it was written off.” Back in 1949, Bond-Williams was testing at Silverstone when Aston engineer John Wyer sent his pre-production DB2s on to the circuit. “Ultimately, we achieved practice speeds that caused John Wyer to think, as we put in some laps at Silverstone more quickly than his DB2s!” wrote Bond-Williams, who played a prominent role in bringing the NEC to Birmingham and died in 2003 at the age of 89. Robert adds: “John Wyer was a bit upset that this guy in a pre-war car was going round Silverstone faster than his DB2s.” It wasn’t the only time the car upset the Aston applecart, with renowned pre-war expert Bill Elwell-Smith, hugely influential in the owners’ club racing scene, beaten in his 1½-litre car at Silverstone in 1950. “He was a 1½-litre aficionado and he had a lot of influence in Aston Martin racing circles,” says Robert. “There was nothing really special about the 2-litres in his opinion and, of all the road cars, they weren’t regarded as desirable, especially the Speed Models. “The Aston club held races every year at Silverstone and they had a race for pre-war cars called the Horsfall Trophy, a 10-lap handicap race. My car and Elwell-Smith’s 1½-litre were in it. “The handicapper was R G Sutherland (the former owner of Aston Martin) and cars were let go at timed intervals. Mine was possibly the only 2-litre in the race and it was still on the start line when the first cars began to appear. Bond-Williams took off and at the end of the race he and Elwell-Smith came round the corner absolutely together, and the judges had a struggle to determine who had won. Mine won by a wheel.” Baxter won the St John Horsfall Trophy in DGJ 242 at Silverstone in 1952, before racing for the last time at Snetterton in Norfolk the following year. “At that time it was becoming outclassed by modern cars,” says Robert, who completed his marathon restoration in 1991, repainting the car in its original, and striking, French blue colours. “It took a long time because I was running the farm as well as rebuilding the car.” Disaster very nearly struck, however, within a fortnight of the Aston’s return to the road as Robert was on his way to show the reborn car to Bond-Williams’ son, who lived nearby. “I was waiting at a crossroads and there were two vehicles on the main road, each turning right from opposite directions. They hit each other and bounced a Mini into my front wheel. “The driver of the Rover had been looking at the Aston, not the road. The damage was limited to a bent front mudguard and drag link. “The local news report of the accident described the car as an Austin Marina! I have a friend who now consistently refers to the car as an Austin Marina.” By now, the Speed Models were increasing in value, and considered the top pre-war Aston for historic racing. Not that Robert was tempted to take to the track, preferring to enjoy his car for summer jaunts in the beautiful surrounding countryside. On one such outing to a local pub, Robert and Jane returned to their car to find a “chap scratching his head looking at it”. “‘I used to have one of these,’ he said. I could tell he knew a bit about Speed Models,” adds Robert. I was sure he was going to kill himself in it “This chap said ‘I sold it to a young farmer and I wish I hadn’t now. I was sure he was going to kill himself in it’. “This was the man who had owned the car 25 years before. It was an amazing coincidence. He still lived at Lambourn, and had come out to the Cotswolds for a day’s drive. We didn’t recognise each other at all.” In 1993, the Aston got a new engine block, thanks to an enterprising engineer in the Aston Martin Owners Club, who decided there may be a need among 2-litre owners with tired, pre-war engines. “He wanted 10 people to commit to make it viable, and I bit his hand off and said ‘definitely’,” says Robert. “The original engine, which I’ve still got, was very tired. The firm that rebuilt it back in the 80s tried welding the block to remedy the water leaking into the oil, but it would just open up another crack. “The con-rods have a nasty habit of breaking, and the original cylinder block shows signs that one’s gone through the side because there’s a big patch on it. “When the chap was halfway through making the blocks, people had started to ask about cylinder heads as well and I ended up with a new block, head, pistons, and steel con-rods. Everything is much stronger now, but everything is to the same dimensions and I’ve got the old engine, which would still work. “But I feel more secure now if I want to thrash the engine, whereas before the new block I was careful not to drive it too hard. “He did a really good job, and it was not too expensive.” The 23 Speed Models made came in a variety of body shapes, and Robert’s retains its original metal body built by Aston owner A C Bertelli’s brother Harry. As the only surviving metal-framed race car, Red Dragon having been remodelled, the car is that most rare of beasts – a truly unique pre-war Aston. A recent documentary about Astons showed footage of both cars in action in that fateful 1936 TT. Jane says: “What was precious about that TV programme is that it showed the back of Robert’s car clearly. “People sometimes don’t believe that was the original shape but we have now managed to get a photo of it in the 1936 TT.” “There was a section on Red Dragon, the sister car to mine,” adds Robert. “They were identical when they were built so it was interesting to see the shape of that one and that it was the same as mine.” It was Red Dragon’s participation in the 1937 and 1938 Mille Miglia in Italy that allowed Robert’s car to qualify to apply for entry to the 2015 renewal. There can be 3-4,000 applications each year, with only 400 and accepted. A long-standing friend had offered to finance the trip if he could drive the car. Robert’s younger son, Henry was co-driver with Robert going as technical support. The friend paid for the car to undergo an extensive pre-race check-up at Aston pre-war specialists Ecurie Bertelli. “The first thing they do is take it for a test drive, and a day or two after I had taken it over I called them and asked them if they’d had a run in it?” says Robert. “‘Yes’, was the response, ‘it’s a bag of nails! No, really it’s very good – it’s one of the best, up there with Red Dragon’. “They took the gearbox out, and there was a crack in second gear, which I knew about and was not serious. That gear wheel is unusual to my car, having one more tooth than the other Speed Models. A new one was made and fitted.” The car survived the 1,000-mile Mille Miglia unscathed, apart from a blown fuse on the electric fan, added by Robert back in the 1970s after an overheating incident en route to a show at Crystal Palace (“a friend followed in a Mini van with five gallons of water!”). These days, the 82-year-old car – a pure-bred racer as sprightly and raucous on the road as when it was prepared for that first outing at Ards – spends its days blasting around the heart of England and attending club and national events, including the Goodwood Revival. The car’s image is displayed on the Wall of Fame in the Aston Martin factory in Gaydon, where all current models are built, a clear nod to the historic importance of a car bought for just £325 from a lock-up garage. If there were ever any doubts about the car’s worth in the post-war era, there can be none now.

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Although not the first in the DB series, this is undoubtedly the best-known, 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.

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The DB6 was launched in 1965 as a replacement for the DB5 which had run since 1963. The wheelbase was now 4″ longer than before, resulting in an extensive restyle with a more raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance, but the major change was at the rear where a Kamm tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. “The tail lip halves the aerodynamic lift around maximum speed and brings in its train greater headroom and more luggage space”, declared Motor magazine, concluding that the DB6 was one of the finest sports cars it had tested. Famed employee, Tadek Marek, designed the six cylinder engine, which had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Premiered at the 1965 London Motor Show, the DB6 Volante marked the first occasion the evocative ‘Volante’ name had been applied to a soft-top Aston Martin. After 37 Volante convertibles had been completed on the DB5 short wheelbase chassis, the model adopted the longer DB6 chassis in October 1966. A mere 140 DB6 based Volantes were manufactured, and of these only 29 were specified with the more powerful Vantage engine.

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

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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

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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.

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Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lbft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after.

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This version of the Vanquish started life as the Project AM310 Concept that was unveiled at the 2012 Concorso D’Eleganza at Villa D’Este on the shores of Lake Como, Italy. The concept car was based on the fourth generation VH platform. It included a tweaked version of Aston Martin’s familiar grille and headlight design and a more pronounced bulge in the bonnet – with the real One-77-inspired flourishes saved for the sides and the rear, the side vents run almost to the door handles (from One-77), new rear light design from One-77, and a 5.9-litre V12 engine that produced 550 PS. Aston Martin later announced that the concept would be put into production as the all new Aston Martin Vanquish. The exterior styling of the Vanquish is an evolution of the DBS with many styling cues such as the elongated side strakes being inspired by the Aston Martin One-77. The boot lid included an integrated rear spoiler designed to look as if it is impossible to make; this was done on the orders of Aston Martin Chief Executive, Dr. Ulrich Bez. The car has an exposed carbon fibre side skirt showing its all carbon fibre body. The Vanquish uses the new VH Generation IV platform which is lighter and uses more carbon fibre components than the VH Generation II platform used in the DBS. The car featured an all new interior based on the one found in the exclusive One-77. The standard interior was trimmed in hand stitched leather and alcantara and was available in a range of colours. The centre console features an revised infotainment system over the one found in the DBS. The car was available as either a 2-seater or 2+2. The Vanquish used an upgraded version of Aston Martin’s flagship 5.9-litre AM11 V12 engine called the AM28 with a power output of 565 bhp at 6,750 rpm and torque of 457 lb/ft at 5,500 rpm. The Vanquish can accelerate from 0 to 100 km/h (62 mph) in 4.1 seconds, and has a top speed of 295 km/h (183 mph). Like most Aston Martins, the engine is front mid-mounted for better weight distribution, with the power going to the rear wheels. The Vanquish has 51/49 front/rear weight distribution, and a kerb weight of 1,739 kg (3,834 lb). It uses a fully catalysed stainless steel exhaust system with active bypass valves. The Vanquish uses an updated Touchtronic II six-speed automatic gearbox. It was the first Aston Martin model to be available with launch control. The combined space of cabin and a boot that, at 368 litres, is more than 60% larger than that of the DBS. The brakes are ventilated carbon ceramic discs, 398 mm (15.7 in) six-piston callipers in the front and 360 mm (14.2 in) four-piston callipers in the rear. The suspension is a lightweight aluminium front subframe with hollow castings with independent double wishbones incorporating anti-dive geometry, coil springs, anti-roll bar, and monotube adaptive dampers in the front and independent double wishbones with anti-squat and anti-lift geometry, coil springs, anti-roll bar, and monotube adaptive dampers in the rear. It has a three-stage adjustable adaptive damping system including normal, sport and track modes. The tyres are Pirelli P Zeros, 255/ZR20 in the front and 305/30 ZR20 in the rear. The vehicle was unveiled in the London Film Museum, Covent Garden, followed by 2012 Monterey Car Week. Deliveries to UK and Continental Europe began in late 2012. In August 2014, Aston Martin revealed technical modifications to the Vanquish. The changes include a new eight-speed Touchtronic III gearbox and upgraded AM29 V12 engine that produces 568 bhp and torque of 465 lb/ft. The changes greatly enhanced performance, with an acceleration of 0 to 100 km/h (62 mph) in 3.6 seconds, and a top speed of 324 km/h (201 mph). In 2013, Aston Martin unveiled a convertible version of the Vanquish, called Volante. The Volante includes a full carbon fibre body, triple-skin lightweight fabric roof, 50% larger boot than its predecessor and the third generation Brembo 398 mm × 36 mm front and 360 mm × 32 mm CCM rear Carbon Ceramic Matrix (CCM) brake discs with six-piston front and four-piston rear brake callipers (from the One-77). The Vanquish Volante is 13% torsionally stiffer than the outgoing DBS Volante. The carbon fibre-skin of the Vanquish Volante was created by the engineering team at Aston Martin. The vehicle was unveiled at the 2013 Pebble Beach Concours d’Elegance. Deliveries to Europe began in late 2013. On 16 November 2016, Aston Martin announced the new Vanquish S model. The Vanquish S features the same AM29 V12 engine, with power now increased to 595 bhp, and a new aerodynamic package. The Vanquish S can accelerate from 0 to 100 km/h (62 mph) in 3.5 seconds, and the top speed remains unchanged at 201 mph (324 km/h). The starting price at launch was £199,950 and deliveries started in December 2016. Aston Martin also unveiled a convertible version of the Vanquish S called the Vanquish S Volante in 2017.

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There were plenty of examples of the current range here, too, with a factory display of four cars as well as several which their owners had brought along. Accordingly, here were to be seen several DB11 and the latest Vantage, as well as a Rapide, a DBS Superleggera Volante and the newest design in the range, the DBX.

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AUDI

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

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The Audi Sport Quattro S1 was a variant of the Quattro developed for homologation for Group B rallying in 1984, and sold as a production car in limited numbers. It featured an all aluminium 2,133 cc inline-five engine with a bore X stroke of 79.3 mm × 86.4 mm DOHC 4 valves per cylinder, Bosch LH Jetronic fuel injection and a KKK K27 turbocharger. The engine was slightly smaller than that of the standard Audi Quattro in terms of displacement in order to qualify for the 3-litre engine class after the 1.4 multiplication factor applied to turbocharged engines. In road-going form, the engine was capable of generating 306 PS at 6,700 rpm and 350 Nm (258 lb/ft) at 3,700 rpm, with the engine on the competition cars initially generating around 450 PS. The car in competition form also featured a body shell composed of carbon-kevlar and wider wheel arches, wider wheels (nine inches as compared to the Ur-Quattro’s optional 8-inch-wide (200 mm) wheels), the steeper windscreen rake of the Audi 80 (requested by the Audi Sport rally team drivers to reduce internal reflections from the dashboard for improved visibility) and, most noticeably, a 320 mm (12.6 in) shorter wheelbase. In addition to Group B competition in rallying, the Sport Quattro won the 1985 Pikes Peak International Hill Climb with Michèle Mouton in the driving seat, setting a record time in the process. 224 cars in total of this “short version” Sport Quattro were built, and were offered for sale for DM 203,850.

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The second generation 200, launched in 1983 continued as the upmarket variant of the 100 with several versions of the 2.2 L turbo 5-cylinder available in different markets over its life ranging in power outputs from 165 PS through the 200 PS versions to the final 220 PS 20-valve 3B engine available from 1991. This time, the Avant body was also offered in the 200 range. Production continued until the model was replaced by the even plusher and more costly Audi V8.

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Designed, developed and built by Quattro GmbH, Audi’s high performance private subsidiary, the Audi R8 is often heralded as the world’s best everyday supercar. Built on an aluminium monocoque chassis, the R8 has been described by 6-time le Mans winner Jacky Ickx as the “best handling road car today”, high praise indeed, and he is far from the only person to be impressed. Even the UK motoring journalists, not renowned for the positive words that they pen on Audis (in complete contrast to their German peers) almost ran out of superlatives for this car. This is one of the V8 models, dating from 2009, which means that it has 430 bhp, a 0-60 time of 4.0 seconds and a top speed of 168 mph

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AUSTIN

By 1921, Herbert Austin’s was facing imminent bankruptcy. Like many of the other early car companies, Austin had produced large and costly cars since the firm’s inception and there simply was not a big enough market for the number of cars and car makers that were producing vehicles at the time. Herbert Austin’s master stroke was to produce a cheap and affordable car which did much to put Britain on wheels in the 1920s. The first Sevens were built in 1922, and were four seat open tourers. 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.

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Austin introduced this new car, the Twelve-Four Ascot in September 1932. It was made by fitting a 1535 cc side-valve, four-cylinder engine with 24 bhp output into the same chassis as they had been making since late 1930 for their six-cylinder 12/6 which was also in the same 12 hp class. This new four cylinder engine was coupled to a four-speed “crash” gearbox at first, but a new transmission with synchromesh on third and top speed appeared in 1934 and then also on second in 1935. The chassis was very conventional, with semi-elliptic leaf springs on all wheels and rigid axles front and rear. Wire wheels were fitted until 1937 when they were replaced with pressed steel ones. At launch there was a choice of a pressed steel six-light (three windows on each side) saloon called the Harley and a two-seat tourer. A second saloon style with a boot, the Ascot, was added in 1934 and the Harley was dropped in 1935. In the same year the chromium-plated radiator shell was replaced by one painted in body colour. The very early cars had their side lights mounted on the scuttle, but these soon moved to the tops of the wings. On 11 August 1936 Austin announced a major update for 1937 with the engine being moved forward on the chassis to improve passenger space. Other improvements included an adjustable steering column and the windscreen wipers moving to the scuttle from the top of the screen. The bodies became much more rounded and in 1938 an estate car was added to the model line-up and the tourer, which was still being built in the old style, was replaced by a four-door cabriolet. Higher and wider doors were introduced for both Twelve and Fourteen in midsummer 1938. A completely new car was launched in 1939.

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“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 and no money to develop an alternative, and that meant the 4 speed in-sump gearbox came with it, the little Metro was an immediate hit. It looked good, with pert, modern styling, and was practical 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 had done, but it took several years before that would become obvious. Before that happened, the range was expanded with the introduction of cheaper a model using AP’s clever 4 speed Automatic gearbox, cheaper City and City X models, a top spec Vanden Plas and then the sporting MG version.

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AUSTIN HEALEY

There were a couple 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.

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BENTLEY

Oldest of them was a 3 litre, as produced in the 1920s and which epitomises the classic Bentley to many people. The 3 Litre was the company’s first model, first shown in 1919 and made available to customers’ coachbuilders from 1921 to 1929. It was conceived for racing. The Bentley was very much larger than the 1368 cc Bugattis that dominated racing at the time, but double the size of engine and strength compensated for the extra weight. The 4000 lb (1800 kg) car won the 24 Hours of Le Mans in 1924, with drivers John Duff and Frank Clement, and again in 1927, this time in Super Sports form, with drivers S. C. H. “Sammy” Davis and Dudley Benjafield. Its weight, size, and speed prompted Ettore Bugatti to call it “the fastest lorry in the world.” The 3 Litre was delivered as a running chassis to the coachbuilder of the buyer’s choice. Bentley referred many customers to their near neighbour Vanden Plas for bodies. Dealers might order a short cost-saving run of identical bodies to their own distinctive design. Most bodies took the simplest and cheapest form, tourers, but as it was all “custom” coachwork there was plenty of variation. The 2,996 cc straight-4 engine was designed by ex-Royal Flying Corps engineer Clive Gallop and was technically very advanced for its time. It was one of the first production car engines with 4 valves per cylinder, dry-sump lubrication and an overhead camshaft. The four valve SOHC Hemi design, with a bevel-geared shaft drive for the camshaft, was based on the pre-war 1914 Mercedes Daimler M93654 racing engine. Just before the outbreak of the war Mercedes had placed one of the winning Grand Prix cars in their London showroom in Long Acre. At the suggestion of W.O. Bentley, then being commissioned in the Royal Naval Air Service, the vehicle was confiscated in 1915 by the British army, dismantled at Rolls-Royce and subjected to scrutiny. A notable difference to both the Mercedes and the aero engines was the cast-iron monobloc design, and the fully Aluminium enclosed camshaft, which greatly contributed to its durability. But having the valve-head and block in one-piece made for a complicated and labour intensive casting and machining. This was a feature shared during that time by the Bugattis which the car was later to compete with. The engine was also among the first with two spark plugs per cylinder, pent-roof combustion chambers, and twin carburettors. It was extremely undersquare, optimised for low-end torque, with a bore of 80 mm (3.1 in) and a stroke of 149 mm (5.9 in). Untuned power output was around 70 hp, allowing the 3 Litre to reach 80 mph. he Speed Model could reach 90 mph; the Super Sports could exceed 100 mph. A four-speed gearbox was fitted. Only the rear wheels had brakes until 1924, when four-wheel brakes were introduced. There were three main variants of the 3 litre and they became known by the colours commonly used on the radiator badge. There was a definite rule controlling badge colours but astonishingly it has since been established that given “special circumstances” the factory would indeed supply a “wrong” colour. Blue label was the standard model with 117.5 in wheelbase from 1921 to 1929 or long 130.0 in wheelbase from 1923 to 1929. The Red label used a 5.3:1 high compression engine in the 117.5 in wheelbase chassis and was made from 1924 to 1929. The Green label was made between 1924 and 1929 and was the high performance model with 6.3:1 compression ratio and short 108 in wheelbase chassis. 100 mph performance was guaranteed. As well as 3 Experimental cars, Bentley produced 1088 examples of the 3 litre, and the Speed Model numbered 513 and there were 18 Super Sports.

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Bentley replaced the 3 Litre with a more powerful car by increasing its engine displacement to 4.5 litres. As before, Bentley supplied an engine and chassis and it was up to the buyer to arrange for their new chassis to be fitted with one of a number of body styles, most of which were saloons or tourers. Very few have survived with their four-seater coachwork intact. WO Bentley had found that success in motorsport was great publicity for the brand, and he was particularly attracted to the 2 Hours of Le Mans endurance race, the inaugural running of which took place 26–27 May 1923, attracting many drivers, mostly French. There were two foreign competitors in the first race, Frank Clement and Canadian John Duff, the latter winning the 1924 competition in his personal car, a Bentley 3 Litre. This success helped Bentley sell cars, but was not repeated, so ater two years without success, Bentley convened a group of wealthy British men, “united by their love of insouciance, elegant tailoring, and a need for speed,” to renew Bentley’s success. Both drivers and mechanics, these men, later nicknamed the “Bentley Boys”, drove Bentley automobiles to victory in several races between 1927 and 1931, including four consecutive wins at the 24 Hours of Le Mans, and forged the brands reputation. It was within this context that, in 1927, Bentley developed the Bentley 4½ Litre. Two cylinders were removed from the 6½ Litre model, reducing the displacement to 4.4 litres. At the time, the 3 Litre and the 6½ Litre were already available, but the 3 Litre was an outdated, under-powered model and the 6½ Litre’s image was tarnished by poor tyre performance. Sir Henry “Tim” Birkin, described as “the greatest British driver of his day” by W. O. Bentley, was one of the Bentley Boys. He refused to adhere strictly to Bentley’s assertion that increasing displacement is always preferable to forced induction. Birkin, aided by a former Bentley mechanic, decided to produce a series of five supercharged models for the competition at the 24 Hours of Le Mans; thus the 4½ litre Blower Bentley was born. The first supercharged Bentley had been a 3-litre FR5189 which had been supercharged at the Cricklewood factory in the winter of 1926/7. The Bentley Blower No.1 was officially presented in 1929 at the British International Motor Show at Olympia, London. The 55 copies were built to comply with 24 Hours of Le Mans regulations. Birkin arranged for the construction of the supercharged cars having received approval from Bentley chairman and majority shareholder Woolf Barnato and financing from wealthy horse racing enthusiast Dorothy Paget. Development and construction of the supercharged Bentleys was done in a workshop in Welwyn by Amherst Villiers, who also provided the superchargers. W.O. Bentley was hostile to forced induction and believed that “to supercharge a Bentley engine was to pervert its design and corrupt its performance.” However, having lost control of the company he founded to Barnato, he could not halt Birkin’s project. Although the Bentley 4½ Litre was heavy, weighing 1,625 kg (3,583 lb), and spacious, with a length of 172 in and a wheelbase of 130.0 in, it remained well-balanced and steered nimbly. The manual transmission, however, required skill, as its four gears were unsynchronised. The robustness of the 4½ Litre’s latticed chassis, made of steel and reinforced with ties, was needed to support the heavy cast iron inline-four engine. The engine was “resolutely modern” for the time. The displacement was 4,398 cc. Two SU carburettors and dual ignition with Bosch magnetos were fitted. The engine produced 110 hp for the touring model and 130 hp for the racing model. The engine speed was limited to 4,000 rpm. A single overhead camshaft actuated four valves per cylinder, inclined at 30 degrees. This was a technically advanced design at a time where most cars used only two valves per cylinder. The camshaft was driven by bevel gears on a vertical shaft at the front of the engine, as on the 3 Litre engine. The essential difference between the Bentley 4½ Litre and the Blower was the addition of a Roots-type supercharger to the Blower engine by engineer Amherst Villiers, who had also produced the supercharger. W. O. Bentley, as chief engineer of the company he had founded, refused to allow the engine to be modified to incorporate the supercharger. As a result, the supercharger was placed at the end of the crankshaft, in front of the radiator. This gave the Blower Bentley an easily recognisable appearance and also increased the car’s understeer due to the additional weight at the front. A guard protected the two carburettors located at the compressor intake. Similar protection was used, both in the 4½ Litre and the Blower, for the fuel tank at the rear, because a flying stone punctured the 3 Litre of Frank Clement and John Duff during the first 24 Hours of Le Mans, which contributed to their defeat. The crankshaft, pistons and lubrication system were special to the Blower engine. It produced 175 hp at 3,500 rpm for the touring model and 240 hp at 4,200 rpm for the racing version, which was more power than the Bentley 6½ Litre developed. Between 1927 and 1931 the Bentley 4½ Litre competed in several competitions, primarily the 24 Hours of Le Mans. The first was the Old Mother Gun at the 1927 24 Hours of Le Mans, driven as a prototype before production. Favoured to win, it instead crashed and did not finish. Its performance was sufficient for Bentley to decide to start production and deliver the first models the same year. Far from being the most powerful in the competitions, the 4½ Litre of Woolf Barnato and Bernard Rubin, raced neck and neck against Charles Weymann’s Stutz Blackhawk DV16, setting a new record average speed of 69 mph; Tim Birkin and Jean Chassagne finished fifth. The next year, three 4½ Litres finished second, third, and fourth behind another Bentley, the Speed Six, which possessed two more cylinders.The naturally aspirated 4½ Litre was noted for its good reliability. The supercharged models were not; the two Blower models entered in the 1930 24 Hours of Le Mans by Dorothy Paget, one of which was co-driven by Tim Birkin, did not complete the race. In 1930, Birkin finished second in the French Grand Prix at the Circuit de Pau behind a Bugatti Type 35. Ettore Bugatti, annoyed by the performance of Bentley, called the 4½ Litre the “fastest lorry in the world.” The Type 35 is much lighter and consumes much less petrol. Blower Bentleys consume 4 litres per minute at full speed. In November 1931, after selling 720 copies of the 4½ Litre – 655 naturally aspirated and 55 supercharged – in three different models were made.

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From the post-war period, there were a couple of examples of the Mark VI and similar R Type. The Mark VI was announced in May 1946, and 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.

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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.

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Although the Turbo models claimed the limelight of the 1980s and 1990s, the lesser versions of the car sold well, too. Several different version of what started out simply as the Mulsanne, a badge-engineered version of the Rolls-Royce Silver Spirit were offered. The Eight was Bentley’s “entry-level” offering from 1984 until 1992. Distinguished mainly by a wire-mesh grille radiator instead of vertical slats, the Eight also had somewhat less equipment than the similar Mulsanne on which it was based. This brought the introductory price to under the psychologically important £50,000 mark at the time of introduction, £6,000 less than the Mulsannne. A firmer suspension offered slight handling improvements. The Eight was so popular that sales expanded from the original UK market to Europe and the United States. The Eight was introduced with cloth upholstery, steel wheels, and a mesh grille that was simpler than the slatted grille of the Mulsanne. Fuel injection and anti-lock brakes were added in 1986, leather upholstery and power memory seats were added in 1987, and automatic ride height adjustment was added in 1990. In Britain, catalytic converters became optional in 1990 – although they had been available long before in markets where such were required. The three-speed automatic transmission was replaced by a four-speed transmission in August 1992. The Bentley Brooklands was introduced in 1992 as a replacement for the Bentley Mulsanne S and Bentley Eight models. It was intended as a slightly cheaper alternative to the Bentley Turbo R, featuring the same styling, underpinnings and the Rolls-Royce 6.75-litre V8 engine, but without the more powerful model’s turbocharger. The Brooklands continued Bentley’s relatively angular design theme, which was also used on contemporary Rolls-Royce vehicles, throughout the 1980s and early 1990s. The exterior design featured the classic Bentley waterfall grille as well as dual headlights with wraparound parking lights. As in many Bentley and Rolls-Royce vehicles, the Brooklands also featured the trademark descending bootlid and chrome B-pillars. The interior remained relatively unchanged from previous Bentley models, with more curvaceous design elements surrounding the leather-wrapped centre console. The steering wheel and interior door panels remained largely unchanged; the major change arrived in the form of relocating the gear selector to the centre console – for decades the standard practice among R-R and Bentley models utilised a steering column mounted selector. The interior continued to be surrounded by ample woodgrain which featured engraved, lighter-coloured outlines on the door panels.

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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.

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Also here was an example of the latest Continental GTC.

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BMW

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.

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

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The first car to bear the 6 Series nomenclature was the E24, which was launched in 1976, as a replacement for the E9 model 3.0 CS and CSL coupés first produced in 1965. The 3.0 CS was almost changed by adding a few centimeters in height to make it easier for customers to get into the car. However, Bob Lutz rebelled against the decision and rough drafted an alternative version that soon became the 6 series. Production started in March 1976 with two models: the 630 CS and 633 CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW. In July 1978 a more powerful variant, the 635 CSi, was introduced that featured as standard a special close-ratio 5-speed gearbox and a single piece black rear spoiler. The bigger bore and shorter stroke facilitated max 218 hp at 5200rpm and a better torque curve. For the first year, the 635 CSi was offered in three colours (Polaris, Henna Red, Graphite), and could also be spotted by the front air dam that did not have attached fog lights. These simple cosmetic changes reportedly worked to reduce uplift on the car at high speeds by almost 15% over the non-spoiler body shape. This early model shared suspension components with the inaugural BMW 5-series, the E12. In 1979 the carburettor 630 CS was replaced with the 628 CSi with its fuel injected 2.8 litre engine taken from the BMW 528i. In 1980 the 635 CSi gained the central locking system that is also controlled from the boot. Also, the E24 body style converted from L-jetronic injection to a Bosch Motronic DME. In 1982 (Europe) and 1983 (US), the E24 changed slightly in appearance, with an improved interior and slightly modified exterior. At the same time, the 635 CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed manual or an automatic. This slight change was in fact a major change as pre-1982 cars were based on the E12 5-series chassis; after mid-1982, E24s shared the improved E28 5-series chassis. The only parts that remained the same were some of the exterior body panels. E24s produced after June 1987 came with new, ellipsoid headlamps which projects beam more directly onto road surface (newly introduced E32 7-series also sporting them). The sleeker European bumpers were also discontinued. Previous cars had either a European-standard bumper or a larger, reinforced bumper to meet the US standard requiring bumpers to withstand impact at 5 mph without damage to safety-related components. 1989 was the last year for the E24 with production stopping in April. The E24 was supplanted by the considerably heavier, more complex, and more exclusive 8 Series. BMW Motorsport introduced the M 635 CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the powerplant of the BMW M1 – the M88 with 286 PS). Most of the cars were equipped with special metric 415 mm diameter wheels requiring Michelin TRX tyres. A catalysed, lower compression ratio version of the car with the S38 engine (260 PS ) was introduced in the U.S. in 1987. All M6 cars came standard with a 25% rear limited slip differential. U.S. models included additional comforts that were usually optional on models sold in Europe such as Nappa leather power seats and a dedicated rear A/C unit with a centre beverage chiller. 4,088 M635CSi cars were built between 1983 and 1988 with 1,767 U.S. M6 built. Seen here was a rather nice M635 CSi.

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First M car of them all, though none of us really knew just how significant the letter would become when it was launched, was the M1. In the late 1970s, Italian manufacturer Lamborghini had entered into an agreement with BMW to build a production racing car in sufficient quantity for homologation, but conflicts arose and Lamborghini’s increasingly tenuous financial position at the time meant that BMW reasserted control over the project and ended up producing the car themselves after 7 prototypes had been built. The result was the BMW M1 a hand-built car that was sold to the public between 1978 and 1981 under the Motorsport division of BMW. The body was designed by Giugiaro, taking inspiration from the 1972 BMW Turbo show car. The only mid-engined BMW to be “mass”produced, it employed a twin-cam M88/1 3.5 litre 6-cylinder petrol engine with Kugelfischer mechanical fuel injection, a version of which was later used in the South African version of the BMW 745i, as well as the E24 BMW M6/M635CSi and E28 BMW M5. The engine had six separate throttle bodies, four valves per cylinder and produced 273 hp, giving it a top speed of 162 mph. Turbocharged racing versions were capable of producing around 850 hp. Only 453 production M1s were built, making it one of BMW’s rarest models. Of these, 20 were race versions created for the BMW M1 Procar Championship.

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The BMW E28 was produced from 1981 to 1988 and replaced the E12 5 Series. The E28 has a self-supporting body that is welded to the body platform. The passenger cell is a safety passenger cell with deformation elements both in the front and rear of the vehicle. Unlike its E12 predecessor and E34 successor, the E28 has a rear-hinged bonnet. The boot has a volume of 460 litres. Most models have a fuel tank capacity of 70 L with some models having a smaller tank of 63 litres. The kerb weight is 1,140–1,410 kg (2,513–3,109 lb). Cruise control, an ‘on-board computer’ (to display trip information) and a “check control” panel (to alert the driver about fluid levels and lighting faults) were introduced to the 5 Series on the E28. The glazing is made of single-pane safety glass, the windscreen has laminated glass. As part of developing the air-conditioning system for the E28, several of the BMW engineers in charge of this program drove a previous generation E12 5 Series during the middle of summer in Texas. The E12 528i was painted black with a black interior, and driven 500 mi (805 km) in one day.The styling was developed under BMW’s chief designer Claus Luthe, with development of the E28 beginning in 1975. At the time that BMW was designing the E28, the company had only one computer, which was used for payroll management and spare parts logistics. Wolfgang Matschinsky and his team borrowed that computer to perform the calculations necessary to develop the new drivetrain and chassis. This was due to the fact that the addition of an ABS system necessitated a redesign from the previous model due to excessive vibrations under heavy braking. The four models available at the launch of the E28 were the 518, 520i, 525i and 528i, with the 518 using a straight-four petrol engine and the other three models using a straight-six petrol engine. Over the course of the E28 model, the following models were added: the 524d and 524td using diesel engines, the 518i (a fuel-injected version of the 518), the 525e/528e as fuel-economy models, and the upper-specification 533i, 535i, M535i, and M5 models. Production ceased at the end of 1987 in readiness for the E34 generation. A total of 722,328 cars were built.

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Oldest of the legendary M3 cars was this fabulous E30 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.

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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.[58] 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.

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BMW unveiled a concept coupé version of the Z4 at the 2005 Frankfurt Motor Show[8] The design of the Z4 and Z4 coupé has variously been ascribed to Anders Warming, Chris Bangle, the controversial former BMW Head of Design, and Adrian van Hooydonk, former BMW chief designer,[9][10] and BMW designer Tomasz Sycha. The design was approved in Summer of 2004 and frozen in December 2004. The company announced in 2005 that the two-door coupé would be available for production including the return of the M Coupé. The production car was introduced at the New York Auto Show in April 2006 and was available for sale in late May 2006. Thanks to its hatch design, the Z4 Coupé offers 10.1 cu ft (0.29 m3) of trunk space, compared with 8.5 cu ft (0.24 m3) for the roadster. The Coupe’s fixed roof increases torsional rigidity, resulting in a stiffness of 32,000 N⋅m (24,000 lb⋅ft) per degree of body twist on the coupe (compared to 14,500 Nm (10,700 lb/ft) per degree on the roadster), which improves turn-in and overall handling response. The roof has a “double-bubble” contour which serves as an aerodynamic aid and offers more headroom than the roadster with the soft top closed. The Coupé has a sleek fastback rear window that slopes down to an integrated spoiler which is shaped to deliver downforce to the rear axle at high-speed. The model range for the Coupé was more limited than the roadster, and consisted of the six-cylinder 3.0si and Z4 M model only. Transmission choices were a 6-speed manual and a 6-speed automatic with shift paddles mounted on the steering column.

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BRISTOL

This is an example of the first car to bear the Bristol name, the 400. After World War II, the Bristol Aeroplane Company decided to diversify and formed a car division, which would later be the Bristol Cars company in its own right. BAC subsequently acquired a licence from Frazer Nash to build BMW models. Bristol chose to base its first model on the best features of two outstanding pre-war BMWs, namely the 328’s engine, and the 326’s frame. These were covered with a neat mainly steel body but with aluminium bonnet, door and boot skins and inspired by the BMW 327’s. Launched in 1947, the Bristol 400 featured a slightly modified version of BMW’s six-cylinder pushrod engine of 1,971 cc This engine, considered advanced for its time due to its hemispherical combustion chambers and very short inlet and exhaust ports, developed 80 horsepower at 4,500 revs per minutes and could carry the 400 to a top speed of around 92 mph with acceleration to match. In order to maintain a hemispherical combustion chamber, the valves had to be positioned at an angle to the head. In order to drive both sets of valves from a single camshaft, the Bristol engine used a system of rods, followers and bell-cranks to drive the valves on the far side of the engine from the camshaft. Owners soon found that setting and maintaining the numerous clearances in the system was difficult but vital to keep the engine in tune. The gearbox was a four-speed manual with synchromesh on the upper three ratios and a freewheel on first. The model 400 was the only Bristol to be fitted with a steel and aluminium skin, and had all flat glass, but for the curved rear window, glazed in perspex, which was available to specification with a top hinge. This feature was very welcome on warmer climate export markets, where the sliding door windows provided only marginal ventilation to the passengers. The 400 featured independent front suspension with a transverse leaf spring and a live axle, located by an A-bracket over the differential case and longitudinal torsion bars with transverse arms and brackets at the rear. It featured a lengthy 114 inch wheelbase and a very BMW-like grille at the front of its long bonnet. The passenger area was very short, with the spare tyre mounted inside the boot on the first cars, but eventually mounted on the rear hinged boot lid, inside an aluminium cover. 487 examples were made.

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BUGATTI

Well known as a model, indeed many would tell you that this is THE classic Bugatti, is the Type 35 and there were three of these models entered: a pair of Type 35B and a single Type 35C. The Type 35 was phenomenally successful, winning over 1,000 races in its time. It took the Grand Prix World Championship in 1926 after winning 351 races and setting 47 records in the two prior years. At its height, Type 35s averaged 14 race wins per week. Bugatti won the Targa Florio for five consecutive years, from 1925 through 1929, with the Type 35. The original model, introduced at the Grand Prix of Lyon on August 3, 1924, used an evolution of the 3-valve 1991 cc overhead cam straight-8 engine first seen on the Type 29. Bore was 60 mm and stroke was 88 mm as on many previous Bugatti models. 96 examples were produced. This new powerplant featured five main bearings with an unusual ball bearing system. This allowed the engine to rev to 6000 rpm, and 90 hp was reliably produced. Solid axles with leaf springs were used front and rear, and drum brakes at back, operated by cables, were specified. Alloy wheels were a novelty, as was the hollow front axle for reduced unsprung weight. A second feature of the Type 35 that was to become a Bugatti trademark was passing the springs through the front axle rather than simply U-bolting them together as was done on their earlier cars. A less expensive version of the Type 35 appeared in May, 1925. The factory’s Type 35A name was ignored by the public, who nicknamed it “Tecla” after a famous maker of imitation jewellery. The Tecla’s engine used three plain bearings, smaller valves, and coil ignition like the Type 30. While this decreased maintenance requirements, it also reduced output. 139 of the Type 35As were sold. The Type 35C featured a Roots supercharger, despite Ettore Bugatti’s disdain for forced induction. Output was nearly 128 hp with a single Zenith carburettor. Type 35Cs won the French Grand Prix at Saint-Gaudens in 1928, and at Pau in 1930. Fifty examples left the factory. The final version of the Type 35 series was the Type 35B of 1927. Originally named Type 35TC, it shared the 2.3 litre engine of the Type 35T but added a large supercharger like the Type 35C. Output was 138 hp, and 45 examples were made. A British Racing Green Type 35B driven by William Grover-Williams won the 1929 French Grand Prix at Le Mans.

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Displayed alongside it was the much smaller Type52

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BUICK

This is a 1957 Buick Special. The Special name, a long running plate, was generally the lowest price model in the range and was offered with a range of body styles, including Sedan, coupe, wagon and convertible. Introduced in the middle of the 1955 model year the four-door Buick Special Riviera (along with the Century Riviera, the Oldsmobile 98 Holiday, and the 88 Holiday) were the first four-door pillarless hardtops ever produced. By then, the Buick Special was one of America’s best selling automotive series. For 1956 the larger 322 cu in (5.3 L) V8 engine was shared with the rest of the range, although it was replaced by the bigger, 250 hp 364 V8 for 1957. This year also brought all-new bodywork, as well as a four-door hardtop station wagon called the Buick Caballero. The 1957 wheelbase remained 122 inches. In the June, 1957 issue of Popular Mechanics, the Special was rated with a 0-60 mph time of 11.6 seconds, fuel economy of 17.4 mpg‑US (13.5 L/100 km; 20.9 mpg‑imp) at 50 mph (80 km/h), and ground clearance of 6.9 in (175 mm). 1958 brought the most chrome yet and twin headlights, as the car grew longer and wider, albeit on an unchanged chassis. 1949-1957 Buick Specials had three VentiPorts on each side while more senior Buicks (with the partial exception of the Buick Super, which switched from three to four in 1955) had four. Earlier versions had a “Sweepspear” inspired character line alongside the body, while later versions had the “Sweepspear” moulding attached to the side of all models. GM renamed the Buick Special the LeSabre for the 1959 model year, taking the name from the 1951 Le Sabre concept car.

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CADILLAC

This 76 Eldorado Convertible 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.

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CATERHAM

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

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CHEVROLET

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.

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A new Camaro debuted in early 1970 and this would run through to 1982 before replacement. Dubbed “Super Hugger”, the second-generation Camaro was developed without the rush of the first generation and benefitted from a greater budget justified by the success of the first generation.Although it was an all-new car, the basic mechanical layout of the new Camaro was familiar, engineered much like its predecessor with a unibody structure utilising a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were greatly refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance. Although it began its run with a number of high-performance configurations, as the 1970s progressed, the Camaro grew less powerful, succumbing, like many production cars of the era, to the pressures of tightening emissions regulations and a fuel crisis. Detailed changes were made in every year of production and major styling changes were made in 1974 and 1978; 1981 was the final model year for the second-generation Camaro.

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This is a second generation Corvette, sometimes referred to as the C2, which was launched in 1963. 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.

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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.

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This is an example of the fourth generation Corvette to near the name. It was was the first complete redesign of the Corvette since 1963. Production was to begin for the 1983 model year but quality issues and part delays resulted in only 43 prototypes for the 1983 model year being produced that were never sold. All of the 1983 prototypes were destroyed or serialised to 1984 except one with a white exterior, medium blue interior, L83 350 ci, 205 bhp V8, and 4-speed automatic transmission. After extensive testing and modifications were completed, it was initially retired as a display sitting in an external wall over the Bowling Green Assembly Plant’s employee entrance. Later this only surviving 1983 prototype was removed, restored and is now on public display at the National Corvette Museum in Bowling Green, Kentucky. It is still owned by GM. On February 12, 2014, it was nearly lost to a sinkhole which opened up under the museum. Regular fourth generation production began on January 3, 1983; the 1984 model year and delivery to customers began in March 1983. The 1984 model carried over the 350 cu in (5.7 litre) L83 slightly more powerful (5 bhp) “Crossfire” V8 engine from the final 1982 third generation model. New chassis features were aluminium brake calipers and an all-aluminium suspension for weight savings and rigidity. The new one piece targa top had no centre reinforcement. A new electronic dashboard with digital liquid crystal displays for the speedometer and tachometer was standard. Beginning in 1985, the 230 bhp L98 engine with tuned port fuel injection became the standard engine. September 1984 through 1988 Corvettes offered a Doug Nash designed “4+3” transmission – a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. Since 1981, when it was last offered, a manual transmission returned to the Corvette starting with production in late-1984. The transmission proved to be problematic and was replaced by a modern ZF 6-speed manual transmission in 1989. In 1986, the second Corvette Indy Pace Car was released. It was the first convertible Corvette since 1975. A Centre High Mounted Signal Light – a third centre brake light – was added in 1986 to comply with safety regulations. While the colour of the pace car used in the race was yellow, all 1986 convertibles also had an Indy 500 emblem mounted on the console, making any colour a “pace car edition”. In 1987, the B2K twin-turbo option became available from the factory. The Callaway Corvette was a Regular Production Option (RPO B2K). The B2K option coexisted from 1990 to 1991 with the ZR-1 option, which then replaced it. Early B2Ks produced 345 bhp and 450 lb·ft later versions boasted 450 bhp and 613 lb·ft .1988 saw the 35th Anniversary Edition of the Corvette. Each of these featured a special badge with an identification number mounted next to the gear selector, and were finished with a white exterior, wheels, and interior. In 1991, all Corvettes received updates to the body, interior, and wheels. The convex rear fascia that set the 1990 ZR-1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR-1 even closer to that of the base cars. The most obvious difference remaining between the base and ZR-1 models besides the wider rear wheels was the location of the CHMSL, which was integrated into the new rear fascia used on the base model, but remained at the top of the rear-hatch on the ZR-1’s. For the 1992 model year, the 300 bhp LT1 engine was introduced, an increase of 50 bhp over 1991’s L98 engine. This engine featured reverse-flow cooling (the heads were cooled before the block), which allowed for a higher compression ratio of 10.5:1. A new distributor was also debuted. Called “Optispark”, the distributor was driven directly off the front of the camshaft and mounted in front of the timing cover, just above the crankshaft and harmonic balancer. Also new for 1992 was Acceleration Slip Regulation (ASR), a form of traction control which utilised the Corvette’s brakes, spark retard, and throttle close-down to prevent excessive rear wheel spin and possible loss of control. The traction control device could be switched off if desired. A special 40th Anniversary Edition was released in 1993, which featured a commemorative Ruby Red colour, 40th anniversary badges, and embroidered seat backs. The 1993 Corvette also marked the introduction of the Passive Keyless Entry System, making it the first GM car to feature it. Production of the ZR-1 ended in 1995, after 6,939 cars had been built.[46] 1996 was the final year of C4 production, and featured special models and options, including the Grand Sport and Collector Edition, OBD II (On-Board Diagnostics), run flat tyres, and the LT4 engine. The 330 bhp LT4 V8 was available only with a manual transmission, while all 300 bhp LT1 Corvettes used automatic transmissions. Chevrolet released the Grand Sport (GS) version in 1996 to mark the end of production of the C4 Corvette. The Grand Sport moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 GS Corvettes were produced, 810 as coupes and 190 as convertibles. The 1996 GS came with the high-performance LT4 V8 engine, producing 330 bhp and 340 lb·ft . The Grand Sport came only in Admiral Blue with a white stripe down the middle, and black wheels and two red stripes on the front left wheel arch Seen here was an early C4 coupe.

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CITROEN

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

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It was nice to see examplea of the legendary 2CV here. There is a long history to this car, but it was only really with the relaunch of the model to the UK market in 1974 when interest here took off. Sales of the 2CV were reinvigorated by the 1974 oil crisis. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport. This renewed popularity was encouraged by the Citroën “Raid” intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a “P.O.” kit (Pays d’Outre-mer—overseas countries), to cope with thousands of miles of very poor or off-road routes. Because of new emission standards, in 1975 power was reduced from 28 hp to 25 hp. The round headlights were replaced by square ones, adjustable in height. A new plastic grille was fitted. In July 1975, a base model called the 2CV Spécial was introduced with the 435 cc engine. Between 1975 and 1990 under the name of AZKB “2CV Spécial” a drastically reduced trim basic version was sold, at first only in yellow and with an untreated black roof. Slimmer bumpers with stick-on tape rather than plastic strips and no overriders were fitted. It also had the earlier round headlights, last fitted in 1974. In order to keep the price as low as possible, Citroën removed the third side window, the ashtray, and virtually all trim from the car, while that which remained was greatly simplified, such as simple vinyl-clad door cards and exposed door catches rather than the plastic moulded trims found on the 2CV Club. Other 2CVs shared their instruments with the Dyane and H-Van but the Spécial had a much smaller square speedometer also incorporating the fuel gauge, originally fitted to the 2CV in the mid-1960s and then discontinued. The model also had a revised (and cheaper-to-make) plastic version of the 1960s two-spoke steering wheel instead of the one-spoke item from the Dyane, as found on the Club. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in red and white; beginning in mid-1979 the 602 cc engine was installed.[58] In June 1981 the Spécial E arrived; this model had a standard centrifugal clutch and particularly low urban fuel consumption. By 1980 the boost to 2CV sales across Europe delivered by the 1973 Energy Crisis had begun to wear off and there was a whole new generation of superminis and economy cars available from European and Japanese manufacturers. Citroën itself now had the Visa available. Peak annual production for 2CVs was reached in 1974 (163,143 cars) but by 1980 this had dropped to 89,994 and by 1983 would stand at just 59,673. Nonetheless the car remained profitable for PSA to produce on account of its tooling and set-up costs being amortised many years before and it could share major parts with more popular or profitable models such as the Visa and Acadiane. As part of this rationalisation in 1981 the Spécial was fitted as standard with the 602 cc engine, although the 435 cc version remained available to special order in some European countries until stocks were used up. Also in 1981 a yellow 2CV6 was driven by James Bond (Roger Moore) in the 1981 film For Your Eyes Only. The car in the film was fitted with the flat-4 engine from a Citroën GS which more than doubled the power. In one scene the ultra light 2CV tips over and is quickly righted by hand. Citroën launched a special edition 2CV “007” to coincide with the film; it was fitted with the standard engine and painted yellow with “007” on the front doors and fake bullet hole stickers. In 1982 all 2CV models got inboard front disc brakes, which also used LHM fluid instead of conventional brake fluid—the same as was found in the larger Citroën models with hydropneumatic suspension. In late 1986 Citroën introduced the Visa’s replacement, the AX. This was widely regarded as a superior car to the Visa and took many of the remaining 2CV sales in France following its introduction. From 1986 to 1987 2CV production fell by 20 per cent to just 43,255 cars. Of that total over 12,500 went to West Germany and 7212 went to the UK. France was now the third-largest market for 2CVs, taking 7045 cars that year. It was estimated that Citroën was now selling the 2CV at a loss in the French market, but that it was still profitable in other European countries. The peak of 2CV sales in the United Kingdom would be reached in 1986, thanks to the introduction of the popular Dolly special edition (see below)—7520 new 2CVs were registered in Britain that year. This year saw the discontinuation of the Club, which was by then the only 2CV model to retain the rectangular headlamps. This left the Spécial as the only regular 2CV model, alongside the more fashion-orientated Dolly, Charleston and the other special editions. In 1988, production ended in France after 40 years. The factory at Levallois-Perret had been the global centre for 2CV production since 1948 but was outdated, inefficient and widely criticised for its poor working conditions. The last French-built 2CV was made on February 25. In recognition of the event, the last 2CV built at Levallois was a basic Spécial in a non-standard grey colour—the same shade as worn by the very first 2CVs. Production of the 2CV would continue at the smaller-capacity but more modern Mangualde plant in Portugal. In 1989 the first European emission standards were introduced voluntarily by a number of European nations, ahead of the legal deadline of July 1992. This meant that the 2CV was withdrawn from sale in Austria, Denmark, Italy, Spain, Sweden, Switzerland and The Netherlands—the latter one of the car’s largest remaining markets. That year the three leading markets for the 2CV were West Germany (7866), France (5231) and the UK (3200). The last 2CV was built at Mangualde on 27 July 1990—it was a specially-prepared Charleston model. Only 42,365 2CVs were built in Portugal in the two years following the end of French production. Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France. According to Citroën, the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards. As of October 2016, 3,025 remained in service in the UK.

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You really don’t see the Dyane very often these days, but to prove they are still out there, several were on the stand, marking the model’s 50th anniversary. Launched on its home market in August 1967, it was, of course, a development of the Citroën 2CV, and was intended as an answer to the increasingly popular Renault 4, which after its introduction in 1961 had affected 2CV sales. The Renault 4 incorporated many ideas copied from the Citroën Traction Avant, but on a smaller scale. Like the Renault 4, the Dyane was designed from the outset as a hatchback with some other styling differences, such as conventional round headlamps set into the front wings with a squared stainless steel trim ring – as opposed to the old-fashioned separate units found on the 2CV – and stainless steel wheel embellishments as standard. It was often asserted that the Dyane was intended to replace the 2CV, and although this had been the original idea, by the time the car was launched it was positioned to fill a small niche between the manufacturer’s 2CV and Ami models. The 2CV had been developed and, in 1948, launched at a time of austerity and low wages. More than twenty years later, with the much more modern Renault 4 selling strongly against the Citroën offerings, it was thought that buyers must be ready for a less aggressively basic approach. During the years since 1948 production technology had become more streamlined, as auto-industry wages grew ahead of the overall growth in the French economy, and production of the 2CV was, by the standard of more recent models, a very labour-intensive process. At the time of the Dyane’s development, the Citroën design department was busy on updates of the key DS and Ami models: design of the Dyane was therefore initially subcontracted to the Panhard design department, Panhard’s non-military business having in 1965 been absorbed into Citroën’s car business. The Panhard team under Louis Bioner (who had designed every Panhard model introduced between the late 1920s and the mid 1960s) produced a proposal that at a detailed level proved controversial with Citroën’s design chief, Robert Opron: the car was significantly reworked ahead of launch. The Dyane’s Panhard associations are also reflected in its name, Panhard having registered a copyright on the name Dyane along with Dyna, Dynavia and Dynamic. At launch the car was offered with two levels of equipment and trim: The Basic “Luxe” and the slightly better equipped “Confort”. The “Confort” version was differentiated from the outside through the inclusion of hub-caps on the wheels. The spare wheel and jack were mounted in a special cradle under the bonnet rather than both simply being placed loose on the floor of the luggage area at the back. The interior of the “Confort” was slightly less basic, with plastic moulded door panels rather than flat, vinyl covered hardboard. The steering wheel was less “rustic” than that which the less expensive “Luxe” version of the Dyane shared with the Citroën 2CV. The extra 615 francs in the 1967 domestic market listed price for the Dyane “Confort” represented a supplement of just over 10% when compared to the list price for the more basic “Luxe”. As with the 2CV, the engine was air-cooled, with a hemispherical combustion chamber and flat-topped pistons. and for the first five months only the 2CV’s 425cc engine was fitted. The “Dyane 6” was announced at the Brussels Motor Show in January 1968, fitted with the Ami’s 602cc M4 engine. This came with an advertised maximum output of 28 bhp, supporting a claimed top speed of 71 mph, which was a useful improvement over the 21 bhp of power and the claimed top speed of 100 km/h (62 mph) with which the Dyane had been launched. The 602cc engined Dyane did not replace the original 425cc engined car. However, two months later, in March 1968, the 425cc unit was replaced, in a car now described as the “Dyane 4”, by an improved 435cc engine providing 26 bhp. The extra power came from changes including not merely the slightly claimed cylinder dimensions, as well as an extra 2 mm of carburettor diameter and a raised compression ratio. Although there was a price to be paid in terms of higher fuel consumption, the listed top speed went up to 105 km/h (66 mph) and acceleration was measurably less anæmic. In September 1968 the M4 was replaced by an improved 602cc engine featuring higher compression pistons and forced induction from the engine fan giving slightly more power. As with the 2CV and Ami, cooling air was ducted straight to the heater, giving excellent demisting and heating. Mechanical contact-breakers were mounted at the front of the camshaft and located behind the cooling fan. The Fan was mounted on a tapered shaft and secured with a bolt at the bottom of a deep tube (the top of which engaged the starter handle). As the location of the points was not obvious to the uninformed, there were often neglected. The Coil fired both cylinders simultaneously (wasting one spark) and the spark plug wear was faster than it ought to have been; 6000 miles was not uncommon for a spark plug. Cylinder heads were held on with three studs and barrels slipped over the pistons. No cylinder-head gasket was used, and since the wings unbolted in a few minutes, it was possible to remove the cylinder heads and barrels, change the pistons or piston-rings and reassemble the top end very quickly, using only a few tools. The Dyane was based on the same platform chassis as the 2CV, sharing its advanced independent front to rear interconnected suspension. This comprised a central springing unit, running fore-and-aft in a tube on each side; each suspension arm on that side was linked to the spring, by a tie-rod and a ‘knife-edge’ pivot-pin. Early cars did not have conventional shock absorbers. The squeak you hear from most 2CVs and Dyanes as they go by over bumps is due to lack of lubrication either inside the spring tubes or to the ‘knife-edges’. The front hubs kingpins need to be greased every 600 miles. Since this is often overlooked, the king-pins can be prone to wear, although some movement is acceptable. During the Dyane’s first full year of production, supported by the interest and marketing activity generated by new-car launch, 98,769 Dyanes were produced which meant that it was indeed produced, even at this stage, in greater volumes than the 2CV with just 57,473 cars produced. In 1969 the Dyane was again produced at a higher rate, this time with 95,434 units as against 72,044 for the older car. However, the 2CV refused to die, and with 121,096 2CVs produced in 1970, the older car was back in front. The Dyane soldiered on, with French production rates remaining more than respectable, for more than another decade. However, the Dyane’s annual volumes would never again beat those of the 2CV and the car was deleted in 1980, several years before its older brother ended production. Few further changes were made, though from 1969, the Dyane 6 did gain a third side window, and a new grille was fitted from 1976. Minor trim updates were made, but the car remained resolutely utilitarian, and even the limited edition models such as the Code D’Azur of 1978 could not get away from the fact, not that enthusiastic owners really wanted anything else. 1,443,583 examples were made, but survival rates are low, and this car is far rarer than the 2CV.

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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 one here, a very rare 4×4, which the owner, a real enthusiast for the model. has recently sourced, he told me. 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.

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Final Citroen was this Ami 8 Estate which will be familiar to Top Gear fans as it is the car that James May bought and drove in a rally in Mallorca some years ago.

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CUPRA

Identifiable among other ways by the copper embellishments, this is a Cupra version of the Leon ST

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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.

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DODGE

Representing the “muscle car” era of the late 1960s and early 1970s, was this Charger R/T. The Charger had first been seen in mid 1966, as Dodge’s answer to the Rambler Marlin and Ford Mustang. Based on the Coronet, there was huge demand for personal two door sporty cars like this, and sales were strong. That led to Dodge introducing a new version in 1968, when the entire B-body lineup in the range was redesigned. The Charger moved further away from the Coronet models thanks to its new styling, which featured a double-diamond coke bottle profile with curves around the front bumpers and rear quarter panels. The rear end featured a “kick up” spoiler appearance, inspired by Group 7 racing vehicles. On the roof, a “flying buttress” was added to give the rear window area a look similar to that of the 1966-67 Pontiac GTO. The Charger retained its full-width hidden headlight grille, but a vacuum operated cover replaced the electric motor rotating headlights. The previous full-width taillights were replaced with dual circular units at the direction of Styling Vice President, Elwood P. Engel. Dual scallops were added to the doors and hood. Inside, the interior was new with a conventional fixed rear seat replacing the folding bucket seat design. The conventional boot area included a vinyl mat, rather than the previous model’s carpeted cargo area. The centre console in the front remained, but there was no centre armrest. The tachometer was now optional instead of standard and the electroluminescent gauges disappeared in favour of a conventional design. The standard engine was the 318 cu in, 5.2 litre 2-bbl V8, until it was replaced in mid-year with a 225 cu in 3.7 litre slant-six. The 383-2 and 383-4 remained unchanged. A new high-performance package was added, the R/T (“Road/Track” with no ‘and’ between Road and Track). The R/T came standard with the previous year’s 440 “Magnum” and the 426 Hemi was optional. In 1968, the Chrysler Corporation began an ad campaign featuring a cartoon bee with an engine on its back featuring models called the “Scat Pack”. The Coronet R/T, Super Bee, Dart GTS, and Charger R/T received bumble-bee stripes (two thin stripes framing two thick stripes). The stripes were standard on the R/Ts and came in red, white, or black, but could be deleted at no extra cost. The 1968 model year Charger sales increased to 96,100, including over 17,000 Charger R/Ts. The car was little changed for model years 1969 and 1970 before an all new third generation car premiered for 1971.

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Representing the Dodge Challenger was this splendid 1971 model. Almost certainly a belated response by Dodge to the Mustang and Camaro, the Challenger was introduced in the autumn of 1969 for the 1970 model year, one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. Both the Challenger and Barracuda were available in a staggering number of trim and option levels, offering virtually every engine in Chrysler’s inventory. The first Barracuda had actually beaten the Mustang to market by a few weeks, but it was the Ford which really captured the public’s imagination and which came to define the sector known as the “Pony Car”. There was room for more models, as GM discovered when they produced the Camaro and Firebird in 1967. The Challenger’s longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers. The wheelbase, at 110 inches was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang. Air conditioning and a heated rear window were optional. Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger featured that car’s grille. Although the Challenger was well received by the public (with 76,935 produced for the 1970 model year), it was criticised by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and though sales rose for the 1973 model year with over 27,800 cars being sold, Challenger production ceased midway through the 1974 model year. A total of 165,437 Challengers were sold over this generation’s lifespan.

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FERRARI

This is a 1962 250 GT SWB (Passo Corto). One of the better known early Ferraris, examples of this model are to be seen at historic motor racing events as well as concours events. First seen in 1959, the 250 GT Berlinetta SWB used a short 2,400 mm (94.5 in) wheelbase for better handling. Of the 176 examples built, both steel and aluminium bodies were used in various road (“lusso”) and racing trims. Engine output ranged from 237 bhp to 276 bhp. Development of the 250 GT SWB Berlinetta was handled by Giotto Bizzarrini, Carlo Chiti, and young Mauro Forghieri, the same team that later produced the 250 GTO. Disc brakes were a first in a Ferrari GT, and the combination of low weight, high power, and well-sorted suspension made it a competitive offering. It was unveiled at the Paris Motor Show in October and quickly began selling and racing. The SWB Berlinetta claimed GT class of the Constructor’s Championship for Ferrari in 1961. These cars are highly prized nowadays and for good reason

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The 1968 365 GT 2 + 2 would turn out to be the most popular 365 model. Unlike the 330GT2+2 car it replaced, which had a live rear axle on leaf springs, the 365GT 2+2 had independent rear suspension rather than the live axle of the 365 California. The 365 GT 2+2 was a luxurious car with leather seats, power steering and brakes, electric windows, and optional air conditioning. It quickly became the company’s top-selling model with about 800 produced in four years, 52 of which were right hand drive. When leaving the factory the 365 GT 2+2 originally fitted Pirelli Cinturato 205VR15 tyres. Production continued until 1971 and around 800 were made.

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Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and there was a rather nice example here. 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.

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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.

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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.

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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.

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

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

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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.

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

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

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Styled by Pininfarina under the direction of Ferrari’s Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari. The Tipo F140 C 5999 cc V12 engine produced a maximum 620 PS (612 hp), making it the most powerful series production Ferrari road car of the time. At the time of its introduction, this was one of the few engines whose output exceeded 100 hp per litre of displacement without any sort of forced-induction mechanism such as supercharging or turbocharging. Its 448 ft·lb of torque was also a record for Ferrari’s GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano’s engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position). A traditional 6-speed manual transmission as well as Ferrari’s 6-speed called “F1 SuperFast” was offered. The Fiorano also saw the debut of Ferrari’s new traction control system, F1-Trac. The vast majority of the 599 GTB’s were equipped with the semi-automatic gearbox, with just 30 examples produced with a manual gearbox of which 20 were destined for the United States and 10 remained in Europe. The car changed little during its 6 year production, though the range did gain additional versions, with the HGTE model being the first, with a number of chassis and suspension changes aimed at making the car even sharper to drive, and then the more potent 599GTO came in 2010. With 670 bhp, this was the fastest road-going Ferrari ever made. Just 599 were made. The model was superceded by the F12 Berlinetta in 2012. GTB and GTO versions were on show here.

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The 458 Speciale is part of a now long line of specially engineered cars added to complement the “regular” V8 models that started with the 100 units of the 348 Speciale produced in 1992, and followed up by the 360 Challenge Stradale, the 430 Scuderia and the 16M. In essence they are all about adding power and shedding weight. In simplistic terms, the road to the Speciale can be summed up in four words: more power, less weight. There are other, more detailed changes, too, obviously, but those are the cornerstones around which everything else is shaped. The normally aspirated, flat-plane crank V8 retains its 4497cc swept capacity but receives new cam geometry with higher valve lift, shorter inlet manifolds and different pistons providing a higher compression ratio. Internal friction is reduced, through the use of uprated materials and the upshot is 597bhp (up from 562bhp) generated at the engine’s 9000rpm limit. Torque is the same, at 398lb ft, still delivered at 6000rpm. The engine is mated to a seven-speed, dual-clutch gearbox whose upshifts, we were told at the launch of such gearboxes, are all but instant. That’s still true, but Ferrari has improved the response time to a pull on the lever and made the engine rev-match more quickly on downshifts to reduce the time that those take. The engine’s changes shave 8kg from the car’s overall weight – the exhaust is all aluminium and the intake is carbonfibre. Those 8kg form part of a claimed 90kg total saving at 1395kg now, versus 1485kg for a 458 Italia. Of this 90kg, 12kg is contributed by lighter, forged wheels, 13kg comes from bodywork and window changes (lighter glass all round and Lexan for the engine cover), and 20kg comes from the cabin. There are two flaps on the Speciale’s front valance, one either side of the prancing horse badge in its centre. Below 106mph these flaps remain closed, which diverts air towards the radiators. Above that speed, the radiators get quite enough cool air, thanks very much, so the flaps open, which reduces drag. Then, above 137mph, they move again, lowering to shift downforce to the rear of the car, in turn adjusting the balance 20 per cent rearward in order to promote high-speed cornering stability. At the rear, meanwhile, there is a new diffuser (the exhausts have been rerouted to make the most of its central section). Movable flaps in the diffuser adjust, but this time they are dependent not only on speed but also on steering angle and throttle or brake position. When lowered, the flaps stall the path of air into the diffuser and improve the Cd by 0.03. When raised, the diffuser adds downforce as it should. Bodywork changes, though, also bring some aerodynamic improvements, you’ll not be surprised to hear, with lessons applied from the LaFerrari and FXX programmes. In the front valance and under the rear diffuser, there are flaps that open at speed to reduce drag and improve downforce. Finally, there are new Michelin Pilot Sport Cup 2 tyres in a unique compound – rather a sticky one, we suspect – plus new calibration for the adaptive dampers. The carbon-ceramic brake discs also use a new compound. 499 of them were built and they sold out very quickly.

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Final Ferrari here was the 812 Superfast, top of the regular range, and the updated version of the F12 Berlinetta.

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FIAT

Oldest Fiat models here were a couple of Spiders from the early 1960s. The 1500 Cabriolet was an update of the earlier Pininfarina styled 1200TV Cabriolet, but with the more powerful 1500cc engine under the bonnet. The grille, previously in two segments, was now a wider single-piece unit of a more trapezoidal design. The Osca engined 1600 S, with its twin cam 1568 cc engine developing 90 PS continued to be available with the same new front end treatment as that of the 1500 Cabriolet, but is recognised by its additional lamps at the outer corners of the grille. All of the coupés and convertibles were replaced by the new 124 coupés and spiders in 1966.

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The first 124 Spider made its debut at the Turin Show in 1966, and continued in production until the mid 1980s, bearing the badge of its desginer, Pininfarina, in later years when it remained popular in the American market. Early cars had 1400 and 1600cc engines, and these were gradually enlarged first 1800cc and then 2 litre, with fuel injection being added for more power and emissions compliance during the 1970s. Fiat spotted the potential of the car for more than just boulevard cruising, though, so in November 1972 they announced the Fiat Abarth 124 Rally, an overtly sporting version. Its main purpose was to receive FIA homologation in the special grand touring cars (Group 4) racing class, and replace the 1.6-litre Fiat Sport Spider rally car which had been campaigned. At the time, the 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a fixed hard top. In place of the usual rear solid axle, there was a Chapman-type McPherson strut independent suspension, supplemented by a longitudinal torque arm. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDF ones, and by fitting an Abarth exhaust with a dual exit exhaust The 9.8:1 compression ratio was left unchanged. The transmission was the all-synchronised 5-speed optional on the other Sport Spider models, and brakes were discs on all four corners. Despite the 20 kg (44 lb) 4-point roll bar fitted, kerb weight was 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. The bonnet, boot lid and the fixed hard top were fibreglass, painted matt black, the rear window was perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions housed 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ 4-spoke alloy wheels. Inside, the centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carried Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue. Seen here was one of the early generation cars.

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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. Seen here was a rare Panda Country Club.

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Developed as the Tipo 175, the Coupe was introduced at the Brussels Motor Show in 1993. It is perhaps best remembered for its distinctive, angular design, with unique scalloped side panels. The body was designed by Chris Bangle from Centro Stile Fiat, while the interior was designed by Pininfarina, and the car media headlines in auto magazines during 1992 after several spy shots were taken revealing the car on test. On its launch in 1993, the Coupé was available with a four-cylinder, 2.0 litre 16V engine, in both turbo (190 PS) and normally aspirated (139 PS) versions. Both engines were later versions of Fiat’s twin-cam design and inherited from the Lancia Delta Integrale. 1996 brought in a 1.8 lire 131 PS 16V engine (not available in the UK), along with a 2.0-litre 5-cylinder 20V (147 PS), and a 5-cylinder 2.0-litre 20V turbo (220 PS). The turbocharged 16 and 20 valve versions were equipped with a very efficient Viscodrive limited-slip differential to counter the understeer that plagues most powerful front wheel drive cars. Additionally, the coupe featured independent suspension all round: at the front MacPherson struts and lower wishbones anchored to an auxiliary crossbeam, offset coil springs and anti-roll bar; at the rear, trailing arms mounted on an auxiliary subframe, coil springs and an anti-roll bar. The car was well received at launch, and the 5 cylinder engines just made it even better, with sales increasing slightly for a couple of years, but then they started to drop off, as Coupe models in general fell from favour. 1998 saw the release of the Limited Edition which featured red Brembo brake calipers at the front and standard red calipers at the back, a body kit, push-button start, six-speed gearbox, strut brace to make the chassis more rigid and Recaro seats with red leather inserts which offered better support than the standard 20VT seats. The LE was produced in Black, Red, Vinci Grey (metallic), Crono Grey and Steel Grey (metallic). The bodywork of the LE also benefited from titanium coloured insert around the light bezels and the wing mirrors. Each Limited Edition (‘LE’) Coupé was manufactured with a badge located by the rear-view mirror which contained that car’s unique number (it is rumored that Michael Schumacher was the original owner of LE No. 0001, however when the question was raised to him personally he confirmed he had owned one, but a red one, while LE No. 0001 is a Crono Grey one). Originally a spokesman from Fiat stated only approximately 300 Limited Editions would be built. The final number was much higher, perhaps as many as 1400. This angered many of the owners of the original 300 cars and almost certainly impacted residual values. The original number however was quoted by a Fiat UK spokesman, so probably that number only applied to the UK market. The numbered plaque on every Coupe features enough space for 4 numbers. In 1998 the 2.0-litre 5-cylinder 20V got a Variable Inlet System which brought the power to 154 PS. The 2.0-litre 5-cylinder 20V Turbo received a 6-speed gearbox and a large, satin gloss push starter button. In addition, the sills of the Turbo version were colour matched with the body paintwork. Fiat also released the 2.0 litre 5 cylinder Turbo ‘Plus’. This model came with an option kit that made it virtually identical to the LE, except for minor interior design changes and without the unique identification badge of the LE. In 2000 Fiat released another special version of the Fiat Coupé. Featuring the 1.8-litre engine, it was only available throughout mainland Europe and marketed as an elegant and affordable edition. Fiat also made changes throughout the rest of the range: new seats, side skirts and wheels for the 2.0-litre 20V model, ‘Plus’ edition wheels on turbo models and Fiat manufactured seats on the ‘Plus’ that were virtually identical to the original Plus Recaro seats with the addition of extra airbags. The 2.0-litre 20V Turbo model is capable of accelerating from 0–100 km/h (0 to 62 mph) in 6.5 seconds and 6.3 seconds for the 20v Turbo Plus, with a top speed of 240 km/h (149 mph) or 250 km/h (155 mph) with later 6-speed gearbox. When production finally stopped in September 2000, a total number of 72,762 units had been produced. There are still well over 1000 units in the UK, so this is a Fiat which has proved durable as well as good to drive, and to look at.

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FORD

The Ford Model Y was the first Ford automobile specifically designed for markets outside the United States, replacing the Model A in Europe. It was in production in England, where it is sometimes remembered as the “Ford Eight”, reflecting its fiscal horsepower rating, from 1932 until September 1937, The car was also produced in France (where it was known as the Ford 6 CV, despite actually falling within the 5CV French car tax band) from 1932 to 1934, and in Germany as the Ford Köln from 1933 to 1936. Smaller numbers were assembled in Australia (where a coupé version was also produced), Japan, Latvia (branded as the Ford Junior) and in Spain nicknamed as the Ford Forito. Plans to build it in the U.S. were scrubbed when a cost accounting showed that it would only be slightly cheaper to build than the Ford Model B. The car was powered by a 933 cc 8 hp Ford sidevalve engine. The little Ford was available in two- and four-door versions. In June 1935, a reduced specification two-door model was the only closed-body car ever to sell in Britain for just £100, a price it held until July 1937. The suspension was by the traditional Ford transverse leaf springs front and rear and the engine drove the rear wheels through a three-speed gearbox which, right from the start, featured synchromesh between the top two ratios. The maximum speed was just under 60 mph and fuel consumption was 32 mpg. Even by the standards of the time, the UK-built Ford 8, like its major competitor the Austin 7, was found noteworthy for its “almost unbelievable lack of brakes.” For the first 14 months the original model with a short radiator grille was produced, this is known as the “short rad”. After this in October 1933 the “long rad” model, with its longer radiator grille and front bumper with the characteristic dip was produced. By gradually improving production efficiency and by simplifying the body design the cost of a “Popular” Model Y was reduced to £100, making it the cheapest true 4-seater saloon ever, although most customers were persuaded to pay extra for a less austere version. Both 4-door (Fordor) and 2-door (Tudor) saloons were produced and these could be had either with a fixed roof, or the slightly more expensive sliding “sun” roof. Also offered was an attractive 5 cwt van, which proved very popular with small businesses. Ford did not produce an open-top car because it was thought that the chassis was too flexible, but several specialist coach builders produced a range of Model Y tourers.

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The Mark I Ford Escort was introduced in the UK at the end of 1967, making its show debut at Brussels Motor Show in January 1968, replacing the successful, long-running Anglia. The car was presented in continental Europe as a product of Ford’s European operation. Escort production commenced at the Halewood plant in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk. Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany. The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC’s Austin/Morris 1100 was beginning to show its age while Ford’s own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car’s UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the US. It was also stated that 60% of the two million Escorts had been built in Britain. In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I. Many of the German built Escorts were exported, notably to Benelux and Italy; from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well-established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12. Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe’s largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor. The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or three-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired “Coke bottle” waistline and the “dogbone” shaped front grille – arguably the car’s main stylistic feature. Similar Coke bottle styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) launched in 1970. Initially, the Escort was sold as a two-door saloon (with circular front headlights and rubber flooring on the “De Luxe” model). The “Super” model featured rectangular headlights, carpets, a cigar lighter and a water temperature gauge. A two-door estate was introduced at the end of March 1968 which, with the back seat folded down, provided a 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger, 7 1⁄2-inch-diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969. Underneath the bonnet was the Kent Crossflow engine in 1.1 and 1.3 litre versions. A 940 cc engine was also available in some export markets such as Italy and France. This tiny engine remained popular in Italy, where it was carried over for the Escort Mark II, but in France it was discontinued during 1972. There was a 1300GT performance version, with a tuned 1.3 L Crossflow (OHV) engine with a Weber carburettor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an “executive” version of the Escort was produced known as the “1300E”. This featured the same 13″ road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings. A higher performance version for rallies and racing was available, 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 (RS denoting Rallye Sport) 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. The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort’s greatest victory was 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 (1598cc “crossflow”-engined) special edition road versions 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 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 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.

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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.

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The Capri Mark 3 was developed into a successful Group 1 Touring Car, and this is one of the best known examples of the car.

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There were sporting versions of the front wheel third generation Escort from the outset, designed to compete with Volkswagen’s Golf GTI, the XR3. Initially this featured a tuned version of the 1.6 L CVH engine fitted with a twin-choke Weber carburettor, uprated suspension and numerous cosmetic alterations. It lacked a five-speed transmission and fuel injection. Fuel injection finally arrived in October 1982 (creating the XR3i), eight months behind the limited edition (8,659 examples), racetrack-influenced RS 1600i. The Cologne-developed RS received a more powerful engine with 115 PS, thanks to computerized ignition and a modified head as well as the fuel injection. It was the RS1600i that was to be seen here.

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The XR4i version of the Sierra followed the regular hatch models in the spring of 1983. There was a unique three door body with an unusual double spoiler at the back. The car was powered by the 2.8 litre injected Essex engine with 160 bhp and standard rear wheel drive. It was not particularly well received and sales were sluggish. In early 1985 Ford replaced the model with a five door hatch with standard four wheel drive, later combining the same mechanical package with the estate body.

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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, though in fact there was a late model hatch here as well.

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Ford did not make the same mistake with the Focus as they had with its predecessor, so even the ordinary models were good to drive. There was a long wait for a truly sporting flagship, but when it arrived, in late 2002, the Focus RS proved to be rather special. Originally it was to be released as the Racing Focus, however after the poor selling Racing Puma, Ford decided to revive the RS badge. The car was largely built on its own assembly line in Ford’s Saarlouis plant, with some additional specialist off-line assembly performed by the ACÜ group at Überhern. The RS was offered all over Europe, with production limited to 4501 units. 2147 of these were sold in the United Kingdom, by far its largest of the 21 markets where it was available. The development of the Focus RS was undertaken by a mixed team of mainstream Ford engineers (not SVE or the TeamRS group which replaced it later on) and Tickford Engineering in Milton Keynes, United Kingdom. More bespoke than the prior Focus ST170, the Focus RS upgraded or replaced 70% of the standard Focus mechanicals. The turbocharged straight-4 engine produced a minimum of 212 bhp and 310 N·m (229 lb·ft) of torque, which was then mated to the 5-speed MTX-75 and not the Getrag transmission used in the ST 170. Mechanically, most notably, the car incorporated a Quaife automatic torque biasing differential to improve traction from the front-wheel drive setup. The steering used a similar quick-ratio rack as the ST170 while the brakes used fixed-caliper, four-piston Brembo units with 12.8 in discs at the front and single-piston floating calipers and 11.0 in discs at the back. Wheels were 18″ alloys specially developed by OZ Racing. The engine was heavily modified with forged aluminium pistons, hardened valve seats, sodium-filled exhaust valves, stainless steel exhaust system. The forced induction system comprised a Garrett turbocharger with a water-cooled charge air cooler and an electric water pump. To transmit the higher torque an upgraded AP clutch was used. It could generate a steady 0.98G in lateral acceleration due to racing parts such as Sachs dampers, lightweight O.Z Alloy Wheels and a Quaife ATB Differential. It would also allow 1.0G of braking force due to the standard Brembo braking system. The Focus RS was available in one metallic colour, Imperial Blue. The body looked similar to the standard Focus or to the ST170, although the RS featured unique front and rear bumper assemblies required for the wider wheel arches which accommodated the 65 mm (2.6 in) wider front track. Internally, the theme is blue and black with sections of blue leather trim on the door trim panels, the steering wheel and the Sparco seats which were trimmed in blue/black leather and Alcantara. A green starter button starts the engine. The instruments have a blue background and in place of the coolant temperature gauge, the RS was equipped with a boost pressure indicator (up to 1.5 bar). The gear lever knob, handbrake lever, and pedals were all custom made by Sparco. All-around performance was roughly equal or better to its other competitors, including hatchbacks such as the Honda Civic Type-R and some four-wheel drive cars in the same price field. Power was a diminished priority and the handling on a track, courtesy of the front differential, was considered by most observers to be its strongest characteristic. In a Top Gear review, Jeremy Clarkson noted that “it lacks the straightforward oomph of a Subaru Impreza. […] The reason it was quick round our track is simple: this car handles like it’s in a cartoon.” Clarkson and other motor journalists also commented on the car’s torque steer on bumpy British roads. Well preserved examples – and that’s not all of them, by any means, now – are worth decent money and will likely increase in value over time.

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In 2005 Ford unveiled a hot hatch version of the Mk 2 Focus. Called Focus ST, and available in either three or five-door hatchback variant, the car uses the Volvo Modular engine, a turbocharged 2.5 L 5-cylinder engine producing 225 bhp. Ford however rebadged it as the Ford Duratec ST, applied variable valve timing to both camshafts, applied a lighter flywheel and performed a throttle recalibration. The Ford Focus Mk 2 ST is also known as the XR5 Turbo in the Australian and New Zealand market, but is sold as a five-door hatchback only. In 2008 Ford, in conjunction with Mountune Racing, unveiled a power upgrade kit which raises the power output to 260 bhp the kit consists of: a K&N panel filter, larger intercooler and a re-map. Although the platform is the same, no saloon version was ever released. Sales ceased when the third generation Focus was released in 2011.

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RS200

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Original GT40 cars are rare indeed, but almost since their production ended, there have been many companies offering replica versions, and there was a row of these here, making a very striking sight indeed. Among them was at least one GTD 40, one of many different replica versions of the original Ford GT40 of the mid 1960s. As with many of these specialist manufacturers, there is quite a complex story behind the marque. G T Racing has a history dating back to 1985 for specialist vehicle design and builds, starting with high quality customer vehicles to specific chassis and body designs. Working for another quality GT40 car manufacturer, G T Developments between 1988-1994 built over 380 built cars. Forming MDA in 1994 the customer list grew for individual car builds with more demanding levels of accuracy and design improvement. MDA GT40 LTD was started in 2003 and many more cars were produced. As a result of the 2008 recession, MDA GT40 LTD closed its doors due to economic pressure. Since then the company has still supplied GT40 parts to existing customers and owners of other GT40 models and other Race car owners under the name of G T Racing.

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There were a number of examples of the first generation Mustang. Drawing on inspiration from the mid-engined Ford Mustang I concept vehicle, Lee Iacocca ordered development of a new “small car” to vice-president of design at Ford, Eugene Bordinat. Bordinat tasked Ford’s three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The Lincoln–Mercury design studio ultimately produced the winning design in the intramural contest, under Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster. Development of the Mustang was completed in a record 18 months from September 1962 to March 1964. and Iacocca himself championed the project as Ford Division general manager. The styling is often credited to one person, and that is not accurate, as this was very much a team effort, it has been reported by those involved. To decrease developmental costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitised platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully equipped V8 model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the “torque box” was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling. The car was launched in 17th April 1964, as a hardtop and a convertible, with the fastback version following in August. It was an instant sensation, with demand massively exceeding supply. Since it was introduced four months before the normal start of the 1965 production year and manufactured alongside 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. Nevertheless, all “1964½” cars were given 1965 U.S. standard VINs at the time of production, and – with limited exception to the earliest of promotional materials – were marketed by Ford as 1965 models. The low-end model hardtop used a “U-code” 170 cu in (2.8 litre) straight-6 engine borrowed from the Falcon, as well as a three-speed manual transmission and retailed for US$2,368. Standard equipment for the early 1965 Mustangs included black front seat belts, a glove box light, and a padded dash board. Production began in March 1964 and official introduction following on April 17 at the 1964 World’s Fair. V8 models got a badge on the front fender that spelled out the engine’s cubic inch displacement (“260” or “289”) over a wide “V.” This emblem was identical to the one on the 1964 Fairlane. Several changes to the Mustang occurred at the start of the “normal” 1965 model year in August 1964, about four months after its introduction. These cars are known as “late 65’s”. The engine lineup was changed, with a 200 cu in (3.3 litre) “T-code” engine that produced 120 hp. Production of the Fairlane’s “F-code” 260 cu in (4.3 litre) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp “C-code” 289 cu in (4.7 litre) engine with a two-barrel carburettor as the base V8. An “A-code” 225 hp four-barrel carburettor version was next in line, followed by the unchanged “Hi-Po” “K-code” 271 hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (a way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says “GEN” or “ALT”). The Mustang GT version was introduced as the “GT Equipment Package” and included a V8 engine (most often the 225 hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. In the interior the GT option added a different instrument panel that included a speedometer, fuel gauge, temp. gauge, oil pressure gauge and ammeter in five round dials (the gauges were not marked with numbers, however.) A four-barrel carburettor engine was now available with any body style. Additionally, reverse lights were an option added to the car from August 1964 production. In 1965, the Shelby Mustang was born, it was available only in newly introduced fastback body version with its swept-back rear glass and distinctive ventilation louvres. The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of colour options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95.A 14″ rim option was available for Rally-pac and GT350R vehicles widening front and rear track to 57.5″. Reproductions are presently available from any number of Mustang restoration parts sources. A compass, rear seat belts, A/C, and back-up lights were also optional. The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and filler cap. Ford’s new C-4 “cruise-o-matic” three-speed auto transmission became available for the 225 hp V8. The 289 “HiPo” K-code engine was also offered with a c4 transmission, but it had stronger internals and can be identified by the outer casing of the servo which is marked with a ‘C’. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a low stall speed automatic torque converter. The “HiPo” could be spotted very easily by the 1-inch-thick vibration damper, (as compared to 1/2 inch on the 225-hp version) and the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter “K” stamped between the valve springs, along with screw in studs (vs. a pressed in stud for other 289s) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang would be the best-selling convertible in 1966, with 72,119 sold, beating the number two Impala by almost 2:1. The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. From August 1964 production, the emblem was a single vertical piece of chrome, while for 1966 models the emblem was smaller in height and had three horizontal bars extending from the design, resembling an “E”. The front intake grilles and ornaments were also different. The 1965 front grille used a “honeycomb” pattern, while the 1966 version was a “slotted” style. While both model years used the “Horse and Corral” emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed. The 1966 model year saw introduction of ‘High Country Special’ limited edition, 333 of them were sold in Colorado, Wyoming, and Nebraska. When Ford wanted to introduce the Mustang in Germany, they discovered that Krupp company had already registered the name for a truck. The German company offered to sell the rights for US$10,000. Ford refused and removed Mustang badges from exported units, instead naming the cars as T-5 (a pre-production Mustang project name) for the German market until 1979 when Krupp copyrights expired. In 1965, Harry Ferguson Research purchased 3 Mustang notchbacks and converted them to 4×4 in an attempt to sell potential clients on their FF AWD system. A similar system was used in the Ferguson P99 Formula One car, and would go on to be featured in the Jensen FF, widely considered the first AWD passenger car. As in the Jensen FF, the AWD Mustangs also featured an ABS braking system, long before such a feature was commonplace. Ford Australia organised the importation and conversion of 1966 Mustang to right-hand-drive for the Australian market. This coincided with the launch of new XR Falcon for 1966, which was marketed as “Mustang-bred Falcon”. To set the official conversion apart from the cottage industry, the RHD Mustangs were called “Ford Australia Delivered Mustang” and had compliance plates similar to XR Falcon. About 209 were imported to Australia with 48 units were converted in 1965 while the further 161 were done in 1966. The 1967 model year Mustang was the first redesign of the original model. Ford’s designers began drawing up a larger version even as the original was achieving sales success, and while “Iacocca later complained about the Mustang’s growth, he did oversee the redesign for 1967 .” The major mechanical feature was to allow the installation of a big-block V8 engine. The overall size, interior and cargo space were increased. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp 6.4 litre FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor. During the mid-1968 model year, a drag racer for the street could be ordered with the optional 428 cu in (7.0 litre) Cobra Jet engine which was officially rated at 335 hp. All of these Mustangs were issued R codes on their VIN’s. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the “pony interior” nickname) in favor of a new deluxe interior package, which included special colour options, brushed aluminium (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels. The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models. The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior. The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column. The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console. Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, “FORD” lettering removed from hood, rearview mirror moved from frame to windscreen, a 302 cu in (4.9 litre) V8 engine was now available, and C-Stripe graphics were added. The California Special Mustang, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the ‘High Country Special’, was sold in Denver, Colorado. While the GT/CS was only available as a coupe, the ‘High Country Special’ model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a Dodge Charger through the streets of San Francisco. There were further annual updates until the model’s replacement in 1973, but with each the car got steadily bigger and less overtly sporty. Sales reduced, too, suggesting that Ford were losing their way. Mustang II did not fix that, of course, but gradually, the legendary nameplate has returned to delivering the same sort of promise as those early and much loved cars were able to do.

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Also here was the very latest Mustang GT350.

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HEALEY

This is a Healey Silverstone, an open two-seater road / racing sports car, which had headlights behind the grille to make it more aerodynamic. It was designed to be a dual purpose “race and ride” car. It also had a 104-horsepower 2.5-litre Riley I-4 engine and four speed manual transmission. The Silverstone was hand-built at Healey’s Warwick factory and just 105 were produced. Healey was producing a range of expensive cars in small quantities at the time and when the British government doubled the purchase tax on (luxury) cars over £1000 from 33.33% to 66.66% in 1948, Healey realised his business would be in trouble, so he decided to make a high performance car that was under £1000. The result was the Healey Silverstone. The car had a very successful competition history when new. Production ended in September 1950 when it was replaced by the Nash-Healey.

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HILLMAN

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. There were none of them here, instead there were a couple of the regular cars, including a nicely presented 1500GT.

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HONDA

The S2000 was first alluded to at the 1995 Tokyo Motor Show, with the Honda Sport Study Model (SSM) concept car, a rear-wheel-drive roadster powered by a 2.0 litre inline 4-cylinder engine and featuring a rigid ‘high X-bone frame’ which Honda claimed improved the vehicle’s rigidity and collision safety. The concept car was constructed with aluminium body panels and featured a 50:50 weight distribution. The SSM appeared at many automotive shows for several years afterwards, hinting at the possibility of a production version, which Honda finally announced in 1999. It featured a front mid-engine, rear-wheel-drive layout with power being delivered by a 1,997 cc inline 4-cylinder DOHC-VTEC engine. The engine produced outputs of 237–247 hp, and 153–161 lb/ft depending on the target market., and it was mated to a six-speed manual transmission and Torsen limited slip differential. The S2000 achieved what Honda claimed as “the world’s top level, high performance 4-cylinder naturally aspirated engine”. Features included independent double wishbone suspension, electrically assisted steering and integrated roll hoops. The compact and lightweight engine, mounted entirely behind the front axle, allowed the S2000 to achieve a 50:50 front/rear weight distribution and lower rotational inertia. An electrically powered vinyl top with internal cloth lining was standard, with an aluminium hardtop available as an optional extra. Although the S2000 changed little visually during its production run, there were some alterations, especially in 2004, at which point production of the S2000 moved to Suzuka. The facelifted car introduced 17 in wheels and Bridgestone RE-050 tyres along with a retuned suspension to reduce oversteer. The spring rates and shock absorber damping were altered and the suspension geometry modified to improve stability by reducing toe-in changes under cornering loads. The subframe has also received a revision in design to achieve a high rigidity. In the gearbox the brass synchronisers were replaced with carbon fibre. In addition, cosmetic changes were made to the exterior with new front and rear bumpers, revised headlight assemblies, new LED tail-lights, and oval-tipped exhausts. Although all the cosmetic, suspension and most drivetrain upgrades were included on the Japanese and European S2000s, they retained the 2.0l F20C engine and remained designated as an AP1. A number of special editions were made, such as the more track-oriented Club Racer version offered in the US in 2007/8 and the Type S for Japan in 2008/9. The UK received a GT for 2009, which featured a removable hard-top and an outside temperature gauge. The S2000 Ultimate Edition (continental Europe) and GT Edition 100 (UK) were limited versions of the S2000 released to commemorate the end of production. Both included Grand Prix White body colour, removable hard top, graphite-coloured alloy wheels, red leather interior with red colouring for stitching on the gear lever gaiter. The Ultimate Edition was unveiled at the 2009 Geneva Motor Show and went on sale in March 2009. The GT Edition 100 was a limited run of 100 units released for the UK market. In addition to the Ultimate Edition’s specification, it featured a black S2000 badge and a numbered plaque on the kick-plate indicating which vehicle in the series it was. The car was never replaced, as Honda decided to head off in the same direction as Toyota, producing a series of very dull appliance-like cars that focused on low emissions and dependability but of no appeal to the sort of enthusiast who bought (and probably kept!) an S2000.

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HOTCHKISS

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INVICTA

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

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JAGUAR

Oldest Jaguar model type here was the SS100, though this is a modern recreation. 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.

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The C-Type was built specifically for the race track . It used the running gear of the contemporary road-proven XK120 clothed in a lightweight tubular frame, devised by William Heynes, and clothed in an aerodynamic aluminium body designed by Malcolm Sayer. The road-going XK120’s 3.4-litre twin-cam, straight-6 engine produced between 160 and 180 bhp, but when installed in the C-Type, it was originally tuned to around 205 bhp. Early C-Types were fitted with SU carburettors and drum brakes. Later C-Types, from mid 1953, were more powerful, using triple twin-choke Weber carburettors and high-lift camshafts. They were also lighter, and braking performance was improved with disc brakes on all four wheels, which were something of a novelty at the time, though their adoption started to spread quite quickly after Jaguar had used them. The lightweight, multi-tubular, triangulated frame was designed by William Heynes. Malcolm Sayer designed the aerodynamic body. Made of aluminium in the barchetta style, it is devoid of road-going items such as carpets, weather equipment and exterior door handles. The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice. In 1951 the car won at its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack Fairman, Leslie Johnson and triple Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter Walker and Peter Whitehead. The Walker-Whitehead car was the only factory entry to finish, the other two retiring with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also completed the race, finishing 11th. In 1952 Jaguar, worried by a report about the speed of the Mercedes-Benz 300SLs that would run at Le Mans, modified the C-Type’s aerodynamics to increase the top speed. However, the consequent rearrangement of the cooling system made the cars vulnerable to overheating, and all three retired from the race. The Peter Whitehead-Ian Stewart and Tony Rolt/Duncan Hamilton cars blew head gaskets, and the Stirling Moss-Peter Walker car, the only one not overheating having had a full-sized radiator hurriedly fitted, lost oil pressure after a mechanical breakage. Testing by Norman Dewis at MIRA after the race proved that the overheating was caused more by the revisions to the cooling system than by the altered aerodynamics: the water pump pulley was undersized, so it was spinning too fast and causing cavitation; also the header tank was in front of the passenger-side bulkhead, far from the radiator, and the tubing diameter was too small at 7/8 inch. With the pump pulley enlarged, and the tubing increased to 1 1/4 inch, the problem was eliminated. The main drawback of the new body shape was that it reduced downforce on the tail to the extent that it caused lift and directional instability at speeds over 120 mph on the Mulsanne Straight. These cars had chassis numbers XKC 001, 002 and 011. The first two were dismantled at the factory, and the third survives in normal C-type form. In 1953 C-Types won again, and also placed second and fourth. This time the body was in thinner, lighter aluminium and the original twin H8 sand cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220 bhp. Further weight was saved by using a rubber bag fuel tank, lighter electrical equipment and thinner gauge steel for some of the chassis tubes . Duncan Hamilton and Tony Rolt won the race at 105.85 mph (170.35 km/h) – the first time Le Mans had been won at an average of over 100 miles per hour (161 km/h). 1954, the C-Type’s final year at Le Mans, saw a fourth place by the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters. Between 19951 and 1953, a total of 53 C-Types were built, 43 of which were sold to private owners mainly in the US. When new, the car sold for about $6,000, approximately twice the price of an XK120. Genuine cars have increased in value massively in recent years, however buyers do need to be aware that replicas have been produced by a number of companies, though even these are far from cheap to buy thesedays. Cars with true racing provenance are well into the millions now. A C-Type once owned and raced by Phil Hill sold at an American auction in August 2009 for $2,530,000 and another C-type was sold at the Pebble Beach auction in 2012 for $3,725,000, More recently an unrestored C-Type that raced at Le Mans has sold for £5,715,580, during the Grand Prix Historique race meeting in Monaco. In August 2015, an ex-Ecurie Ecosse Lightweight C-type, chassis XKC052 and the second of only three works lightweights, driven by Peter Whitehead and Ian Stewart to fourth at the 1953 Le Mans 24 Hours, fetched £8.4 million at auction in California.

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Successor to the C Type was the D Type. Although it shared many of its mechanical components with the C-Type, including the basic straight-6 XK engine design, initially of 3.4 litres and later enlarged to 3.8 litres in the late fifties, the structure of the car was radically different. The innovative monocoque construction brought aviation industry technology to competition car design, together with an aeronautical understanding of aerodynamic efficiency. The structural design, revolutionary at the time, applied aeronautical technology. The “tub”, or cockpit section, was of monocoque construction, mostly comprising sheets of aluminium alloy. Its elliptical shape and comparatively small cross-section provided torsional rigidity and reduced drag. To the front bulkhead was attached an aluminium tubing subframe for the engine, steering assembly, and front suspension. Rear suspension and final drive were mounted to the rear bulkhead. Fuel was carried in the tail and the designers followed aviation practice by specifying a deformable Marston Aviation Division bag in place of a conventional tank. The aerodynamic bodywork was largely the work of Malcolm Sayer, who had joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War and later worked on the C-Type. For the D-Type, he insisted on a minimal frontal area. To reduce the XK engine’s height, Jaguar’s chief engineer, William Haynes, and former Bentley engineer, Walter Hassan, developed dry sump lubrication, and it has been said that the car’s frontal area was also a consideration in canting the engine at 8½° from the vertical (which necessitated the offset bonnet bulge). Philip Porter, in his book Jaguar Sports Racing Cars, says that “[a] more likely reason was to provide extra space for the ram pipes feeding the three twin-choke Weber carburettors.” Reducing underbody drag contributed to the car’s high top speed; for the long Mulsanne Straight at Le Mans, a fin was mounted behind the driver for aerodynamic stability. For the 1955 season, factory cars were fitted with a longer nose, which lengthened the car by 7½ inches and further increased maximum speed; and the headrest fairing and aerodynamic fin were combined as a single unit that smoothed the aerodynamics and saved weight. Mechanically, many features were shared with the outgoing C-Type. Its front and rear suspension and innovative all-round disc brakes were retained, as was the XK engine. Apart from the new lubrication system, the engine was further revised as development progressed during the D-Type’s competition life. Notably in 1955 larger valves were introduced, together with asymmetrical cylinder heads to accommodate them. Jaguar D-Types fielded by a team under the leadership of Jaguar’s racing manager Lofty England were expected to perform well in their debut at the 1954 24 Hours of Le Mans race. In the event, the cars were hampered by fuel starvation caused by problems with the fuel filters, necessitating pit stops for their removal, after which the entry driven by Duncan Hamilton and Tony Rolt speeded up to finish less than a lap behind the winning Ferrari. The D-Type’s aerodynamic superiority is evident from its maximum speed of 172.8 mph on the Mulsanne Straight compared with the 4.9 litre Ferrari’s 160.1 mph. For 1955 the cars were modified with long-nose bodywork and engines uprated with larger valves. At Le Mans, they proved competitive with the Mercedes-Benz 300 SLRs, which had been expected to win. Mike Hawthorn’s D-Type had a narrow lead over Juan Manuel Fangio’s Mercedes when another Mercedes team car was involved in the most catastrophic accident in motorsport history.Driver Pierre Levegh and more than 80 spectators lost their lives, while many more were injured. Mercedes withdrew from the race. Jaguar opted to continue, and the D-Type driven by Hawthorn and Ivor Bueb went on to win. Mercedes withdrew from motorsport at the end of the 1955 season, and Jaguar again entered Le Mans in 1956. Although only one of the three factory-entered cars finished, in sixth place, the race was won by a D-Type entered by the small Edinburgh-based team Ecurie Ecosse and driven by Ron Flockhart and Ninian Sanderson, beating works teams from Aston Martin and Scuderia Ferrari. In America, the Cunningham team raced several D-Types. In 1955, for example, a 1954 works car on loan to Cunningham won the Sebring 12 Hours in the hands of Mike Hawthorn and Phil Walters, and in May 1956 the team’s entries for Maryland’s Cumberland national championship sports car race included four D-Types in Cunningham’s white and blue racing colours. Driven by John Fitch, John Gordon Benett, Sherwood Johnston and team owner Briggs Cunningham, they finished fourth, fifth, seventh and eighth, respectively. Although Jaguar withdrew from motorsport at the end of the 1956 season, 1957 proved to be the D-Type’s most successful year. Jaguar D-Types took five of the top six places at Le Mans; Ecurie Ecosse, with considerable support from Jaguar, and a 3.8-litre engine, again took the win, and also second place. This was the best result in the D-Type’s racing history. Rules for the 1958 Le Mans race limited engine sizes to three litres for sports racing cars, which ended the domination of the D-Type with its 3.8-litre XK engine. Jaguar developed a three-litre version to power D-Types in the 1958, 1959 and 1960 Le Mans races but it was unreliable, and by 1960 it no longer produced sufficient power to be competitive. The D-Type’s success waned as support from Jaguar decreased and the cars from rival manufacturers became more competitive. Although it continued to be one of the cars to beat in club racing and national events, the D-Type never again achieved a podium finish at Le Mans. By the early 1960s it was obsolete. Total D-Type production is thought to have included 18 factory team cars, 53 customer cars, and 16 XKSS versions. A 1955 car was sold at Sothebys in 2016 for £19,8 million, making it the most valuable British car ever.

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

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

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One of the most loved Jaguars of all time, both when it was new, and still now, is the Mark 2 saloon. Many will tell you that it is not the 3 Series BMW that “invented” the “compact sports saloon” car class, but this model, which dates back to 1959. A thorough revision of the small Jaguar saloon that had joined the range in 1955, the Mark 2 was notable in that it was the first car to use the Arabic numeral in its name, as opposed to the Roman numerals of the larger Jaguar models. At launch, the earlier model which had hitherto been known by its engine size was christened the Mark 1. Although clearly based on that car, the updated car looked significantly different, with an increase of 18% in cabin glass area greatly improving visibility. The car was re-engineered above the waistline. Slender front pillars allowed a wider windscreen and the rear window almost wrapped around to the enlarged side windows now with the familiar Jaguar D-shape above the back door and fully chromed frames for all the side windows. The radiator grille was amended and larger side, tail and fog lamps repositioned. Inside a new heating system was fitted and ducted to the rear compartment (although still notoriously ineffective). There was an improved instrument layout that became standard for all Jaguar cars until the XJ Series II of 1973. As well as the familiar 2.4 and 3.4 litre engines, what made this car particularly special was that it was also offered with the potent 220 bhp 3.8 litre unit that was fitted to the XK150 and which would later see service in the E Type. This gave the car a 0 – 60 time of around 8.5 seconds and a top speed of 125 mph. No wonder that the Mark 2 became popular as a get-away car for the criminal fraternity, and to keep up with and catch them, many police forces bought the car as well. With revised suspension and standard four wheel disc brakes, the car was effective on the track, taking plenty of class wins when new, and it is still popular in historic racing circles today. The quickest and most successful private entries came from John Coombs, a man with significant race experience who operated a large Jaguar dealership in Guildford. Coombs would undertake modifications to meet the demands of his customers, so not all the cars that he worked on are the same. Jaguar replaced the Mark 2 with simplified and slightly more cheaply finished 240 and 340 models, as an interim measure until an all-new model was ready to take over from them. The 3.8 litre disappeared from the range at this time, but in the 7 years it had been in production, it had been the best seller of the range, with around 30,000 cars produced, as compared to 28,666 of the 3.4 litre and 25,741 of the 2.4 litre model.

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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. Seen here were both pre- and post-facelift models as well as one of the rare TWR-converted XJR-S cars. These were made between 1988 and 1993 by the newly formed JaguarSport, a separate company owned in a ratio of 50:50 by Jaguar and TWR Group Limited specialising in developing high performance Jaguar sports cars. The car had a distinctive body kit, special alloy wheels, a unique suspension system utilising modified coil springs and Bilstein shocks, a luxurious interior with Connolly Autolux leather along with walnut wood trim, and handling improvements. The first 100 of these cars were named “Celebration Le Mans” to commemorate Jaguar’s 1988 win at the 24 Hours of Le Mans and were only sold in the UK. Between 1988 and 1989, a total of 326 XJR-S cars were produced with the 5.3 litres engine with a power output of 318 bhp. After September 1989, the displacement of the engine was increased to 5,993 cc and it was now equipped with Zytek fuel injection and engine management system. This was different from the standard 6.0-litre engine used in the late XJS models and was unique to this model. The power output was raised to 334 bhp at 5,250 rpm and 495 Nm (365 lb/ft) of torque at 3,650 rpm due to a higher compression ratio of 11.0:1, a new forgedsteel crankshaft, increased bore and forged alloy pistons. A modified air intake system and a low loss dual exhaust system was also standard on the model. The engine was mated to the 3-speed GM400 automatic transmission utilising a recalibrated valve body and had faster shift times. The car was equipped with Dunlop D40 M2 tyres for better grip. These modifications resulted in a top speed of 260 km/h (160 mph). A total of 787 coupés and 50 convertible XJR-S were built for the world market.

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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.

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Final Jaguar model type I photographed was the current sports car offering, the F Type.

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JENSEN

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

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LAGONDA

This is a 2 Litre Low Chassis Tourer. Lagonda was responsible for the production some of the prettiest of the all the British Sports cars made before the outbreak of The Second World War. As with most manufacturers of any note, Lagonda participated in sporting events in order to help improve the breed. In 1929 the “Low-Chassis” Speed model was introduced and featured a revised chassis, fitted with the Arthur Davidson designed, 2-Litre Twin-Camshaft four-cylinder engine, with higher compression pistons and a twin carburettor set up. In this form, Lagonda took the new model to The Le Mans 24 Hour Race in 1929 where they finished a creditable 11thOverall bettering a number of much larger capacity cars. One drawback of Davidson’s design were the inlet tracts and thus a supercharged version of the model was introduced in 1930 to try and overcome this issue. Although originally designed with a PowerPlus supercharger most were ultimately fitted with a Cozette blower, mounted at the front of the engine. The 2-Litre Supercharged Low Chassis Speed Model represents the ultimate incarnation of the pure Lagonda, prior to the firm moving to the use of proprietary engines supplied by Crossley and, most notably and successfully, by Meadows.

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LAMBORGHINI

Oldest Lamborghini in this part of the display was the Miura, a car some will say was the first true supercar. For sure, this car, produced between 1966 and 1973, is widely considered to have instigated the trend of high performance, two-seater, mid-engined sports cars. When released, it was the fastest production road car available. The Miura was originally conceived by Lamborghini’s engineering team, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace who in 1965 put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince Lamborghini such a vehicle would neither be too expensive nor distract from the company’s focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more. The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis. Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine would fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the car locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400’s power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini’s reputation. The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name “Miura”, a famous type of fighting bull, was chosen, and featured in the company’s newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time company founder Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull. Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 litre Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 hp. Exactly 275 P400 were produced between 1966 and 1969 – a success for Lamborghini despite its then-steep price. Taking a cue from the Morris Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element. An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminium front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 hp. Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburettors. These gave the engine an additional 15 hp to a total of 380 hp. The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional LSD far easier. The SV can be distinguished from its predecessors from its lack of “eyelashes” around the headlamps, wider rear wings to accommodate the new 9-inch-wide rear wheels and Pirelli Cinturato tyres, and different taillights. 150 SVs were produced.

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The Aventador has been a huge success for Lamborghini. It was first seen at the 2011 Geneva Show, with the full name of Aventador LP700-4 Coupe, the numbers denoting the output of 700 bhp from the all-new V12 engine and the 4 meaning four wheel drive, something which has featured on every Aventador since. The launch price was £250,000 but even so within a month, Lamborghini had a year’s worth of orders, and within a year, 1000 had been built. In November 2012 a Roadster version arrived, which was very similar to the Coupe, but with a lift-out roof panel. A suite of mechanical changes came at this point, with a cylinder deactiviation technology helping to improve fuel consumption and cut emissions. To mark half a century of car production, in April 2013, the LP720-4 50th Anniversary was launched, with 100 units available. As well as the extra 20 bhp, these had a mildly redesigned nose and tail, special paintwork and unique interior trim. A Roadster version followed in December 2014, the LP 700-4 Pirelli Edition. This did not have the extra power, but did feature two tone paint, unique wheels and a transparent engine cover, with the engine bay finished in carbon fibre. Lamborghini turned up the wick in march 2015 with the LP750-4 SuperVeloce, or SV for short, which featured and extra 50 bhp and a 50 kg weight reduction largely thanks to the use of more carbon fibre. A Roadster version followed a few months later.

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LANCIA

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.

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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 one of the Fulvia Sport Zagato models as well as a Fulvia Coupe S3

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First seen in 1976, the Beta Spyder was effectively an open-topped version of the Coupe, the Spyder was designed by Pininfarina but actually built by Zagato, which is why it was known as the Zagato in America. The Spyder used the Coupé’s shorter wheelbase and featured a targa top roof panel, a roll-over bar and folding rear roof.. Early models did not have a cross-member supporting the roof between the tops of the A to B pillars. Later models had fixed cross-members. It was initially powered by either the 1600 or 1800 twin-cam engine, later being replaced by the new 1.6 and 2.0. It never received the IE or VX engines. There were fuel injected engines for the US market. Lancia spelt the name with a “y” rather than an “i” possibly to differentiate the car from the Alfa Romeo Spider, though most people tend to use the “Spider” spelling these days. 9390 examples were built.

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First shown at the Turin Auto Show in 1986, the Lancia Thema 8·32 (“8” standing for the number of cylinders and “32” for the number of valves) was assembled at Lancia’s S. Paolo plant in Turin. It used a 2,927 cc, Tipo F105L, Ferrari V8. This engine was based on the unit used in the Ferrari 308 and in the Ferrari Mondial Quattrovalvole, and some of the componentry was assembled by Ducati from castings made at Maranello. The engine differed from other Ferrari V8s of the time in that it was equipped with a cross-plane type crankshaft rather than the usual flat-plane crankshaft, smaller valves and different firing order. All this to make the engine characteristics more suitable in a four-door luxury saloon. In non catalysed form the engine produced 215 PS at 6,750 rpm, and the car was capable of 0–100 km/h in 6.8 seconds and 240 km/h. Catalysed versions were slightly detuned to 205 PS which gave 0–100 km/h in 7.2 seconds and 235 km/h. The transmission was a 5-speed manual gearbox; there was no automatic option. The braking system used larger 294 mm vented front discs and the standard 251 mm rear ones from the other Themas. All 8·32s featured Bosch KE3 Jetronic fuel injection, ABS, ZF’s brand new Servotronic electronically controlled rack-and-pinion power steering (which varied steering wheel effort according to vehicle speed), and a retractable rear spoiler. The latter, designed to increase high speed stability, was controlled by the driver via a rotary switch on the right stalk. In closed position, it would fit flush with the boot lid. The tyres were specially developed 205/55 VR15 Goodyears on five-spoke 6J×15 alloy wheels. The car offered stunning performance and excellent refinement, including a luxurious hand made wood-and-Alcantara (or optional Poltrona Frau leather) interior, and complete with similar luxury equipment as LX versions of the Thema. Nearly every surface the occupants could touch was covered in rich materials. Stitched leather covered the entire dashboard, the steering wheel (including centre), gear and handbrake levers and booths, centre console, door panels and sun visors, while the headlining was Alcantara. A bespoke dashboard fascia housed two main instruments, six small auxiliary gauges, and triple round air conditioning vents. Like the door cappings and the lids concealing the radio and ashtray, it was veneered in matte varnish burr wood. The instrumentation had black dials with yellow hands and markings; it included water thermometer, oil thermometer and pressure gauge, and check panels for the lights and the drivetrain. The seats (and matching door panel inserts) were trimmed in beige or date brown Alcantara as standard, with black or brown leather was an optional extra. Brown interiors got colour-matching switchgear, carpets and trim. Irrespective of his interior selection, the Thema 8·32 buyer could choose from five paint colours, all metallics: Blizzard Blue, Winner Red, Quartz Grey, Reflex Green and Black. A double hand-painted pinstripe (the upper matched to body colour, the lower yellow) ran along the sides and the rear of the car. Besides the paint scheme, retractable spoiler and wheels, the only exterior details setting the 8·32 apart from other Themas were yellow “8·32” badges, a silver eggcrate-type grille, and twin exhaust outlets. Some notable options were automatic climate control, electrically actuated sunroof, provision for a car phone in the front armrest, and rear individual power seats. In 1988 the 8·32 received series 2 updates like other Themas, including new lights front and rear, a smaller grille badge, removal of model badging at the rear and on the side skirts, and the new side rubbing strips (previously absent on this model). There were no third series 8·32s. This version of the Thema was produced in limited numbers, with 2370 Series 1 built between 1986 and 1988 and 1601 Series 2 built between 1989 and 1992. All were left-hand drive; one Thema 8·32 was converted to right hand drive by TAK Motor Co. in South Africa in 1987 for the MD of TAK.

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The Integrale evolved over several years, starting off as the HF Turbo 4WD that was launched in April 1986, to homologate a new rally car for Lancia who needed something to fill the void left by the cancellation of Group B from the end of 1986. The Delta HF 4X4 had a four-wheel drive system with an in-built torque-splitting action. Three differentials were used. Drive to the front wheels was linked through a free-floating differential; drive to the rear wheels was transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels was a Torsen (torque sensing) rear differential. It divided the torque between the wheels according to the available grip, with a maximum lockup of 70%. The basic suspension layout of the Delta 4WD remained the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers were all altered. The steering was power-assisted rack and pinion. The car looked little different from the front wheel drive models. In September 1987, Lancia showed a more sophisticated version of the car, the Lancia Delta HF Integrale 8V. This version incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 litre fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boosting power output to 185 bhp at 5300 rpm and maximum torque of 224 lb/ft at 3500 rpm. The HF Integrale had permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally split the torque 56 per cent to the front axle, 44 per cent to the rear. A Ferguson viscous coupling balanced the torque split between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divided the torque delivered to each rear wheel according to grip available. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5×15 wheels to give 24 mph/1000 rpm in fifth gear. Braking and suspension were uprated to 284 mm ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts. Next update was to change the engine from 8 valves to 16. The 16v Integrale was introduced at the 1989 Geneva Motorshow, and made a winning debut on the 1989 San Remo Rally. It featured a raised centre of the bonnet to accommodate the new 16 valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear. The turbocharged 2-litre Lancia 16v engine now produced 200 bhp at 5500 rpm, for a maximum speed of 137 mph and 0–100 km/h in 5.5 seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification. The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II was never rallied by the factory. The Evoluzione I had a wider track front and rear than earlier Deltas. The bodyside arches were extended and became more rounded. The wings were now made in a single pressing. The front strut top mounts were also raised, which necessitated a front strut brace. The new Integrale retained the four wheel drive layout. The engine was modified to produce 210 bhp at 5750 rpm. External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate; new five-bolt wheels with the same design of the rally cars; and a new single exhaust pipe. Interior trim was now grey Alcantara on the Recaro seats, as fitted to the earlier 16V cars; leather and air conditioning were offered as options, as well as a leather-covered Momo steering wheel. Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates: timed sequential multipoint injection; self-adapting injection times; automatic idling control; engine protection strategies depending on the temperature of intaken air; Mapped ignition with two double outlet coils; Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link; anti-evaporation system with air line for canister flushing optimised for the turbo engine; new Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle; Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging. The engine now developed 215 PS as against 210 PS on the earlier uncatalysed version and marginally more torque. The 1993 Integrale received a cosmetic and functional facelift that included. new 16″ light alloy rims with 205/45 ZR 16 tyres; body colour roof moulding to underline the connection between the roof and the Solar control windows; aluminium fuel cap and air-intake grilles on the front mudguards; red-painted cylinder head; new leather-covered three-spoke MOMO steering wheel; standard Recaro seats upholstered in beige Alcantara with diagonal stitching. In its latter years the Delta HF gave birth to a number of limited and numbered editions, differing mainly in colour, trim and equipment; some were put on general sale, while others were reserved to specific markets, clubs or selected customers.

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LAND ROVER

Sole notable example of the Land Rover range past and present was this brand new Defender.

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LEA FRANCIS

This is a 1947 14 HP Sports. The first example in October 1947 in fact had the smaller 12hp engine, but this was very soon replaced by the more powerful 14hp unit used for nearly all the production cars. The engines were considerably uprated, with high-lift camshafts, twin carburettors, and 8:1 compression on all except the early units. The chassis was the same as the saloon’s, only a foot shorter, with the beam front axle and rod brakes (apart from the last three which had ifs and hydro-mechanical brakes). In spite of the weight of just on a ton it performed extremely well, and an enthusiastic road test in The Autocar reported a top speed of 87mph and quick acceleration, with steering and brakes to match. It proved popular as a rally car, and also appeared occasionally in club racing. This handsome sports car with lively performance deserved to do better, as there was little competition for it, but partly because of its price (£1276 including purchase tax in 1949) only 111 of these cars were produced, making way for the 2½ litre car in 1949. Luckily the model has enjoyed a high survival rate, with 46 in the Lea Francis Club and other known survivors.

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LEYAT

Leyat was a French automobile manufacturer, established in 1919 in Paris by Marcel Leyat (born in Die). The automobiles were built on the Quai de Grenelle in the 15th arrondissement. The first model was called Hélica, also known as ‘The plane without wings’. The passengers sat behind each other as in an aircraft. The vehicle was steered using the rear wheels and the car was not powered by an engine turning the wheels, but by a giant propeller powered by an 8 bhp Scorpion engine. The entire body of the vehicle was made of plywood, and weighed just 250 kg (550 lb), which made it dangerously fast. In 1927, A Hélica reached the speed of 106 mph (171 km/h) at the Montlhéry circuit. Leyat continued to experiment with his Helica. He tried using propellers with two and four blades. Between 1919 and 1925, Leyat managed to sell 30 vehicles.

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LOTUS

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

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Introduced in 1967, the Elan +2 had a longer wheelbase and two rear seats and so was intended for those Lotus customers who needed space to carry (small) people in the back, without sacrificing the same basic principles which made the Elan so appealing. A fast and agile sport coupe, a number of different engines were fitted over the years, with the later models having 130 bhp and a 5 speed gearbox at their disposal, which gave a top speed of 120 mph and 0–60 acceleration of 7.9 seconds and 0-100 mph 21.8 seconds. 5,200 Elans +2 were made, with production ceasing in 1975. Fewer than 1,200 of these cars remain on the roads today. Their relative rarity, beautiful lines, impressive performance and practicality are the main factors for the rising interest on these cars among collectors.

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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”.

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

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

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

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MARLIN

There were a couple of examples of the Marlin. These were produced by the Marlin company which goes back to 1979 which was founded in Plymouth as Marlin Engineering by Paul Moorhouse, who, after building a series of one off cars for his own use decided to put one into production as a kit car. The first kits were sold in 1979. The Roadster was the original car and was based around Triumph Herald components. The two seat body built of aluminium and glass fibre had a radiator grille slightly similar to pre-war Alfa Romeo sports cars. In 1981 the Morris Marina became the donor car replacing the Triumph and the Marina engine became standard although many customers fitted engines, gearboxes and back axles of their own choice. Fitted with the two-litre inline-six from a late Triumph Vitesse, a top speed of 110 mph was achievable. The Berlinetta, as seen here, was launched in 1983 version using Ford Cortina Mk III or IV parts. Of those who had bought Roadsters originally, some now wanted more room for offspring and partners who also wanted to enjoy the fun of the Marlin. So 1983 saw the introduction of the Ford Cortina (later, Sierra) based Berlinettas as a 2+2 coupé. This came complete with previously unheard of luxuries such as wind-up windows, a lockable boot and a hardtop option. A touring car rather than a sports car, sales of the car were fewer than the Roadster, mainly due to the more limited market for such a car. In the mid 1990s the company was sold to Terry and Mark Matthews who introduced the Hunter model. These models stayed in production until 2006 when the owner of the company then retired. He sold the rights to Aquila Sports Cars Ltd, and a range of Marlin cars are still available today.

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MASERATI

The Maserati GranTurismo and GranCabrio (Tipo M145) are a series of a grand tourers produced from 2007 to 2019. They succeeded the 2-door V8 grand tourers offered by the company, the Maserati Coupé, and Spyder. The GranTurismo set a record for the most quickly developed car in the auto industry, going from design to production stage in just nine months. The reason being that Ferrari, after selling off Maserati to the Fiat Chrysler Group, took the designs of the proposed replacement of the Maserati Coupé and after some modifications, launched it as the Ferrari California. Unveiled at the 2007 Geneva Motor Show, the GranTurismo has a drag coefficient of 0.33. The model was initially equipped with a 4.2-litre V8 engine developed in conjunction with Ferrari. The engine generates a maximum power output of 405 PS and is equipped with a 6-speed ZF automatic transmission. The 2+2 body was derived from the Maserati M139 platform, also shared with the Maserati Quattroporte V, with double-wishbone front suspension and a multilink rear suspension. The grand tourer emphasises comfort in harmony with speed and driver-enjoyment. The better equipped S variant was unveiled at the 2008 Geneva Motor Show and features the enlarged 4.7-litre V8 engine shared with the Alfa Romeo 8C Competizione, rated at 440 PS at 7,000 rpm and 490 Nm (361 lb/ft) of torque at 4,750 rpm. At the time of its introduction, it was the most powerful road-legal Maserati offered for sale (excluding the homologation special MC12). The engine is mated to the 6-speed automated manual shared with the Ferrari F430. With the transaxle layout weight distribution improved to 47% front and 53% rear. The standard suspension set-up is fixed-setting steel dampers, with the Skyhook adaptive suspension available as an option along with a new exhaust system, and upgraded Brembo brakes. The seats were also offered with various leather and Alcantara trim options. The upgrades were made to make the car more powerful and more appealing to the buyers while increasing performance, with acceleration from 0–100 km/h (0–62 mph) happening in 4.9 seconds and a maximum speed of 295 km/h (183 mph). Aside from the power upgrades, the car featured new side skirts, unique 20-inch wheels unavailable on the standard car, a small boot lip spoiler, and black headlight clusters in place of the original silver. The variant was available in the North American market only for MY2009 with only 300 units offered for sale. The GranTurismo MC is the racing version of the GranTurismo S developed to compete in the FIA GT4 European Cup and is based on the Maserati MC concept. The car included a 6-point racing harness, 120 litre fuel tank, 380 mm (15.0 in) front and 326 mm (12.8 in) rear brake discs with 6-piston calipers at the front and 4-piston calipers at the rear, 18-inch racing wheels with 305/645/18 front and 305/680/18 rear tyres, carbon fibre bodywork and lexan windows throughout along with a race interior. All the weight-saving measures lower the weight to about 3,000 lb (1,361 kg). The car shares the 4.7-litre V8 engine from the GranTurismo S but is tuned to generate a maximum power output of 450 PS along with the 6-speed automated manual transmission. The GranTurismo MC was unveiled at the Paul Ricard Circuit in France. It went on sale in October, 2009 through the Maserati Corse programme. 15 GranTurismo MC racecars were developed, homologated for the European Cup and National Endurance Series, one of which was taken to be raced by GT motorsport organization Cool Victory in Dubai in January, 2010. Introduced in 2008, the GranTurismo MC Sport Line is a customisation programme based on the GranTurismo MC concept. Changes include front and rear carbon-fibre spoilers, carbon-fibre mirror housings and door handles, 20-inch wheels, carbon-fibre interior (steering wheel rim, paddle shifters, instrument panel, dashboard, door panels), stiffer springs, shock absorbers and anti-roll bars with custom Maserati Stability Programme software and 10 mm (0.4 in) lower height than GranTurismo S. The programme was initially offered for the GranTurismo S only, with the product line expanded to all GranTurismo variants and eventually all Maserati vehicles in 2009. Replacing both the GranTurismo S and S Automatic, the Granturismo Sport was unveiled in March 2012 at the Geneva Motor Show. The revised 4.7L engine is rated at 460 PS. The Sport features a unique MC Stradale-inspired front fascia, new headlights and new, sportier steering wheel and seats. The ZF six-speed automatic gearbox is now standard, while the six-speed automated manual transaxle is available as an option. The latter has steering column-mounted paddle-shifters, a feature that’s optional with the automatic gearbox. New redesigned front bumper and air splitter lowers drag coefficient from Cd=0.33 to 0.32. In September 2010, Maserati announced plans to unveil a new version of the GranTurismo – the MC Stradale – at the 2010 Paris Motor Show. The strictly two-seat MC Stradale is more powerful than the GranTurismo at 450 PS, friction reduction accounts for the increase, says Maserati, due to the strategic use of “diamond-like coating”, an antifriction technology derived from Formula 1, on wear parts such as the cams and followers. It is also 110 kg lighter (1,670 kg dry weight) from the GranTurismo, and more aerodynamic than any previous GranTurismo model – all with the same fuel consumption as the regular GranTurismo. In addition to two air intakes in the bonnet, the MC Stradale also receives a new front splitter and rear air dam for better aerodynamics, downforce, and improved cooling of carbon-ceramic brakes and engine. The body modifications make the car 48 mm (2 in) longer. The MC Race Shift 6-speed robotised manual gearbox (which shares its electronics and some of its hardware from the Ferrari 599 GTO) usually operates in an “auto” mode, but the driver can switch this to ‘sport’ or ‘race’ (shifting happening in 60 milliseconds in ‘race’ mode), which affects gearbox operations, suspension, traction control, and even the sound of the engine. The MC Stradale is the first GranTurismo to break the 300 km/h (186 mph) barrier, with a claimed top speed of 303 km/h (188 mph). The push for the Maserati GranTurismo MC Stradale came from existing Maserati customers who wanted a road-legal super sports car that looked and felt like the GT4, GTD, and Trofeo race cars. It has been confirmed by the Maserati head office that only 497 units of 2-seater MC Stradales were built in total from 2011 to 2013 in the world, Europe: 225 units, China: 45 units, Hong Kong: 12, Taiwan: 23 units, Japan: 33 units, Oceania: 15 units and 144 units in other countries. US market MC’s do not have the “Stradale” part of the name, and they are sold with a fully automatic six-speed transmission rather than the one available in the rest of the world. US market cars also do not come with carbon fibre lightweight seats like the rest of the world. The MC Stradale’s suspension is 8% stiffer and the car rides slightly lower than the GranTurismo S following feedback from racing drivers who appreciated the better grip and intuitive driving feel of the lower profile. Pirelli has custom-designed extra-wide 20-inch P Zero Corsa tyres to fit new flow-formed alloy wheels. The Brembo braking system with carbon-ceramic discs weighs around 60% less than the traditional system with steel discs. The front is equipped with 380 x 34 mm ventilated discs, operated by a 6 piston caliper. The rear discs measure 360 x 32 mm with four-piston calipers. The stopping distance is 33 m at 100 km/h (62 mph) with an average deceleration of 1.2g. At the 2013 Geneva Motor Show, an update to the GranTurismo MC Stradale was unveiled. It features an updated 4.7 litre V8 engine rated at 460 PS at 7,000 rpm and 520 Nm (384 lb/ft) of torque at 4,750 rpm, as well as the MC Race Shift 6-speed robotized manual gearbox which shifts in 60 milliseconds in ‘race’ mode. The top speed is 303 km/h (188 mph). All models were built at the historic factory in viale Ciro Menotti in Modena. A total of 28,805 GranTurismos and 11,715 units of the convertible were produced. The final production example of the GranTurismo, called Zéda, was presented painted in a gradient of blue, black and white colours.

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The only other Maserati on site that I saw was this one: mine. I’ve had this Ghibli Hybrid since the end of March and yet to see another one on the road.

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MAZDA

Previously you would often seen a large number of MX-5 models here with a strong presence from the Owners Club, but a change in policy meant that the Club no longer qualifies (I know the feeling as Abarth Owners Club does not, either!), so you see far fewer examples of what is now the world’s best-selling sports car. It was an MX-5 RF which caught my attention on this occasion.

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McLAREN

In June 2018, McLaren unveiled the top-of-the-line sports series variant online. The car, called the 600LT is based on the 570S and is the third McLaren production car to receive the longtail treatment. Inspired by the 675LT and the F1 GTR Longtail, the body of the car has been extended by 73.7 mm (2.9 in). The car also features enhanced aerodynamic elements such as an extended front splitter and rear diffuser, new side sills, and an aero-enhancing fixed rear wing for increased downforce. McLaren claims that 23% parts on the 600LT are new as compared to the 570S. The carbon fibre monocoque utilised in the 600LT is modified and this combined with the extensive use of carbon fibre in the roof along with the cantrails and front wings, results in a weight saving of 96 kg (212 lb) over the 570S, with the total weight amounting to 1,247 kg (2,749 lb). Another distinguishing feature of the 600LT is the lightweight titanium exhaust system which is mounted on top of the rear of the car which harks back to its original application in the Senna. The interior features sports bucket seats from the P1 and Alcantara trim but can be optioned with the much lighter bucket seats found in the Senna. The 3.8-litre twin-turbocharged V8 engine utilised in the 600LT is tuned to produce a maximum power output of 600 PS (592 bhp) (hence the 600 in the name) and 620 N⋅m (457 lb⋅ft) of torque, achieving a power-to-weight ratio of 479 PS per tonne. Performance figures and production numbers of the car remain unknown. Production of the 600LT started in October 2018. In January 2019, McLaren unveiled the convertible variant of the 600LT at the Detroit Auto Show. Due to the use of the same carbon monocoque as the other models in the 570S lineage the 600LT Spider required did not need any extra modifications to incorporate a folding hardtop roof. As a result, the Spider weighs 50 kg (110 lb) more than the coupé while maintaining the same performance statistics. The Spider has the same engine and aerodynamic components as the coupé and share the roof folding mechanism with the standard 570S Spider which can be operated at speeds upto 40 km/h (25 mph). The car can accelerate to 100 km/h (62 mph) in 2.9 seconds, to 200 km/h (124 mph) in 8.4 seconds (0.2 seconds more than the coupé) and can attain a top speed of 315 km/h (196 mph) with the roof retracted and 323 km/h (201 mph) with the roof closed. The car can achieve a dry weight of 1,297 kg (2,859 lb) when equipped with the MSO ClubSport package which includes the removal of air-conditioning and radio, titanium wheel nuts and the replacement of the standard seats with the carbon fibre seats from the Senna. The car has received rave reviews.

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Unveiled on 3 March 2020, the 765LT is a track-focused version of the 720S and the successor to the 675LT as a Super Series Longtail car. The M840T engine is now rated at 765 PS (755 bhp) at 7,500 rpm and 590 lb/ft (800 Nm) of torque at 5,500 rpm achieved with a higher-capacity fuel pump, forged aluminium pistons and a three-layer head gasket from the Senna. The top speed is lowered from the 720S’s 341 km/h (212 mph) to 330 km/h (205 mph) due to added drag created by the added high downforce parts, although the 765LT weighs 80 kg (176 lb) less than the 720S at 1,339 kg (2,952 lb) in its lightest configuration and has a quicker 0-100 km/h (0-62 mph) time of 2.8 seconds. It also can hit 0-200 km/h (0-124 mph) in 7.0 seconds and complete a quarter-mile dash in 9.9 seconds according to McLaren. The Senna’s brake callipers are also available as an extra-cost option; McLaren claims these have four times the thermal conductivity as conventional carbon ceramics, while Pirelli Trofeo R tyres are standard. Suspension changes involve a 5 mm (0.2 in) reduction in ride height and the use of lightweight main springs with secondary “helper” units as well as an upgraded Proactive Chassis Control system. The aerodynamics are redesigned to produce 25% more downforce than the 720S, featuring front fender vents, a larger front splitter and a longer active wing element at the rear at the cost of less noise insulation, thinner-gauge glass and stiffened engine mounts. The rear of the car also features a quad-exit full titanium exhaust to distinguish it from the 720S. Production was limited to 765 cars globally with customer deliveries in October 2020

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MERCEDES-BENZ

Produced between May 1955 and February 1963, having first been seen in prototype at the 1954 New York Auto Show, the 190SL was designed as a more affordable sports car than the exclusive and rather pricey 300SL, sharing its basic styling, engineering, detailing, and fully independent suspension. While both cars had double wishbones in front and swing axles at the rear, the 190 SL did not use the 300 SL’s purpose-built W198 tubular spaceframe. Instead, it was built on a shortened monocoque R121 platform modified from the W120 saloon. The 190 SL was powered by a new, slightly oversquare 105 PS Type M121 1.9 litre four cylinder engine. Based on the 300 SL’s straight six, it had an unchanged 85 mm bore and 4.3 mm reduced 83.6 mm stroke, was fitted with twin-choke dual Solex carburettors, and produced 120 gross hp. In detuned form, it was later used in the W120 180 and W121 190 models. Both the 190 SL and the 300 SL were replaced by the Mercedes-Benz 230SL in 1963.

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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.

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These elegant machines are from the W111 series. 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.

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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.

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First Mercedes that we think of as the S Class was the W116, which was launched in 1972. Development began in 1966, which was only a year after the launch of the W108/09. This was the first Mercedes saloon to feature the brand new corporate styling theme which was to be continued until 1993 when the 190 was discontinued. The design, finalised in December 1969 was a dramatic leap forward, with more masculine lines that combined to create an elegant and sporty character. The basic design concept carried through the themes originally introduced on the R107 SL-Class roadster, especially the front and rear lights. As for the SL, the W116 received the ridged lamp covers which kept dirt accumulation at bay; this was to remain a Mercedes-Benz design theme into the 21st century. The W116 was Friedrich Geiger’s last design for Mercedes-Benz; his career had started with the Mercedes-Benz 500K in 1933. The car was presented in September 1972. The model range initially included two versions of the M110 straight-six with 2746 cc — the 280 S (using a Solex carburetor) and the 280 SE (using Bosch D-Jetronic injection), plus the 350 SE, powered by the M116 engine (V8 with 3499). After the 1973 Fuel Crisis, a long-wheelbase version of the 280 was added to the lineup. Six month later, two new models powered by the M117 engine (V8 with 4520 cc) were added to the range—the 450 SE and the 450 SEL (with a 100 mm longer body). The 450 had 225 PS in most markets, federalised cars offered 190 hp while Swedish market cars had an EGR-valve and 200 PS until 1976. The 450s received a plusher interior as well, with velour or leather seats rather than the checkered cloth of the lesser models. The door insides were also of a different design, being pulled up around the windows. The most notable W116 was the high-performance, limited-production 450 SEL 6.9, which was introduced in 1975. This model boasted by far the largest engine installed in a post-war Mercedes-Benz (and any non-American production automobile) up to that time, and also featured self-levelling hydropneumatic suspension. The 450 SE was named the European Car of the Year in 1974, even though the W116 range was first introduced at the Paris Motor Show in the autumn 1972.. The W116 range became the first production car to use an electronic four-wheel multi-channel anti-lock braking system (ABS) from Bosch as an option from 1978 on. Production reached 473,035 units. The W116 was succeeded by the W126 S-Class in 1979.

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The W124 was a mid-sized vehicle platform, which entered planning in the autumn of 1976 under development Hans Scherenberg. In July 1977, the W124 program officially began, with R&D commencing work under newly appointed Werner Breitschwerdt. In April 1978, decisions were made to base it on the Mercedes-Benz W201 model program. By April 1979, a package plan was completed for the program, laying out the guidelines of the project. During the winter of 1980–1981, the final exterior for the W124 program was completed, chosen as the leading proposal by design director Bruno Sacco, and approved by the board of management in early 1981. By mid-1982, the first prototypes reflective of the production design, were assembled and sent to testing. In March 1984, pilot production commenced and development of the sedan concluded with engineering sign-off. Front suspension used a separate spring and damper with a rubber top mount. The rear suspension of the W124 featured the Mercedes multi-link axle introduced in 1982 with the Mercedes W201 and which is now standard on many modern cars. Estate cars (and optionally, saloons and coupés) had Citroen-like rear self-leveling suspension with suspension struts rather than shock absorbers, gas-filled suspension spheres to provide damping and an under bonnet pressurizing pump. Unlike the traditional Citroën application Mercedes opted for a fixed ride height and employed rear coil springs to maintain the static ride height when parked. The R129 SL roadster was based on the W124 platform, W124 was later equipped with two of the roadster’s engines 3.2 24V straight-six and 5.0 V8. Much of the 124’s engineering and many of its features were advanced automotive technology at its introduction, incorporating innovations that have been adopted throughout the industry.It had one of the lowest coefficient of drag (Cd) of any vehicle of the time (0.28 for the 200/200D model for the European market with 185/65 R15 tires) due to its aerodynamic body, that included plastic molding for the undercarriage to streamline airflow beneath the car, reducing fuel consumption and wind noise. It had a single windscreen wiper that had an eccentric mechanism at its base that extended the wiper’s reach to the top corners of the windscreen (more than if it had traveled in a simple arc). The saloon/sedan, coupés and convertibles had optional rear headrests that would fold down remotely to improve rearward visibility when required. This feature was not available for the T-model because of its specific layout (no space to store the retractable headrests), but the estate serially came with a “neighbour-friendly” rear door that was pulled in the shut-position silently and automatically by a sensor-controlled servomotor. This allowed the use of a tighter fitting rear gate, minimizing the cabin noise in the T-model – sometimes an area of concern for station wagons. With the exception of the 200, which was equipped with a Stromberg or Pierburg carburetor but was not available to the United States, manifold injection was standard in Otto models, and the engines incorporated features that maximized performance. The most notable such feature was the addition of an oxygen sensor in the exhaust system which, in conjunction with a semi-electronic fuel injection system, could make the engine run more efficiently. This improved fuel consumption while simultaneously meeting stricter emission regulations. Mercedes-Benz’s four-wheel drive system, the 4Matic was first introduced on the W124 in 1987. The estate cars (chassis designation S124) came in 5 or 7-seat models, the 7-seater having a rear-facing bench seat that folded flush luggage compartment cover and an optional (in the US until 1994) retractable cargo net. To provide a flat loading floor with the seat folded down, the T-model’s rear seat squab was mounted about 10 cm (3.9 in) higher than in saloons, robbing rear seat passengers of some head room. The S124 estate continued in production alongside the new W210 until the S210 estate launched more than a year later. A two-door coupé version was also built, with the chassis designation C124. In 1989, the 124 series received its first facelift. Most notable difference between the 1984 to 1988 models and the post 1989 models are the so-called “Sacco planks”. These are body trim parts mounted on the lower portions of the doors. In 1993, the second facelift was introduced to the 124. It changed the appearance of the 124 series once again: the front portion was changed, which made the 124 bear closer resemblance to the 140 series, and the rear bumper on saloon, cabriolet, and coupé models was extended further around the rear wings, whilst the estate models retained their original rear bumpers. Mercedes launched a cabriolet (convertible) version in Europe in 1991, the 300CE-24 cabriolet, and in the UK (RHD) and Japan (LHD). The 320CE, and North America, the 300CE, in 1992. These versions were redesignated as the E 320 in 1993, complemented by the less powerful, but less expensive E 220 in 1993, and the mainland-Europe-only E 200 in 1994. Mercedes brought the E 320 cabriolet (convertible) to the US and Japan from 1993 to 1995. There were 68 E 36 AMG cabriolets built from 1993 until 1996 (54 LHD and 14 RHD) to complement the also rare E 36 AMG coupé, saloon (RHD only), and estate. Approximately 171 estate cars were produced for the Japanese market. The pre-merger AMG coupés are based on the 124 series 2 update. The AMG 3.4 CE (300CE-24 based coupé) were all LHD, 25 were produced from 1988 until 1993. There were also 7 cabriolets built, and eleven saloons (and possibly estates). AMG Japan also carried out such conversions locally.The E 320, E 220, and E 200 cabriolets ceased production in 1997. Indian assembly (in a joint-venture with Telco called Mercedes-Benz India) began in March 1995.[1] Offered with five-cylinder diesel engines built by Mercedes’ Indian partner Bajaj Tempo,[the W124 was replaced there in December 1997. SsangYong Motor Company of Korea licensed the W124 design and continues to produce a stretched and rebodied version of the W124 as the Chairman, with a Ssangyong badge. It has a wheelbase measuring 2.9 m (110 in) and a 3.2 L Mercedes inline-six M104 engine. The latest versions of the Chairman were equipped with 2.3 L (M111), 2.8 L (M104), and 3.2 L (M104) engines in its product line-ups. The car had a modified 3.6 L version of M104 engine recently for the high-end models. The engine has a designation of XGi360. The pre-facelift models from 1985 to 1993 used the model designations: 200/200 T (carburettor), 200 E/200 TE, 200 CE, 230 E/230 TE, 230 CE, 260 E (saloon only), 300 E/TE, 300 CE, 300 E-24/300 CE-24/300 TE-24 valve, 400 E (not in the UK), & 500 E (LHD only in the UK). Diesel models consisted of the following designations; the 200 D/200 TD (not in the UK), 250 D/250 TD and the 300 D/300 TD. Facelift models produced from 1993 to 1996 used the following model designations: E 200, E 220, E 280, E 320, E 420 (not in the UK) & E 500 (LHD only in the UK). Both saloon and estate versions of the facelifted model carried the same model designation on their boot lid, i.e. the T was no longer used for estate versions. In the UK post-facelift diesels were E 250 Diesel (saloon only) and E 300 Diesel (saloon & estate) models. The W124 was also offered as a long wheelbase saloon targeted for taxi companies, but the more luxury equipped version was also used as a limousine. The pre-facelift four-cylinder models came standard with a four-speed manual transmission (except 200CE and 230CE, which came standard with five-speed manual), but could be ordered with the five-speed manual or four-speed automatic. In Finland, the four-speed manual was available with a column shifter only as a special-order taxi model. After the facelift, the four-speed manual was dropped and five-speed manual became standard. Five and six-cylinder engines had five-speed manual as standard (except for 3.0-litre turbocharged diesel, and AMG variants), and optional four-speed automatic. Cars with V8 engines, 3.0-litre turbocharged diesel engines, all-wheel drive (from 1990) and AMG models were available only with the four-speed automatic. 24-valve petrol engines (300 E-24, 300 TE-24, 300 CE-24, and later 2.8- and 3.2-litre models) could also be ordered with 722.5 five-speed automatic. The four-wheel drive system (4MATIC) was available from 1987 with 2.6 and 3.0-litre petrol and 3.0-litre diesel engines with 12 valves. It was not available for coupés and convertibles. From 1987 to 1989, the four-wheel drive cars (except the turbocharged diesel) had five-speed manual transmission as standard, with optional four-speed automatic.

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A more recent SL model was this SL63 AMG from the current R231 generation.

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This is the now little-seen Mercedes-McLaren SLR. At the 1999 North American International Auto Show, Mercedes-Benz presented their Vision SLR concept, inspired both by the Mercedes-Benz 300 SLR Uhlenhaut Coupé of 1955, which was a modified Mercedes-Benz W196S race car, and the design of closed-wheel Formula One cars, a field in which Mercedes had prior experience, as Mercedes-Benz were already designing and developing powertrains and electronics for McLaren’s Formula One Team. The car was presented as “Tomorrow Silver Arrow” in a clear reference to the Silver Arrows of the golden age of Mercedes in competition during the fifties. Later that year, during the Frankfurt Motor Show, a roadster version of the SLR concept was presented. The concept car was fitted with a 5.0-litre supercharged AMG V8 engine able to generate a power output of 565 PS (557 bhp) and 720 Nm (531 lb/ft) of torque at 4,000 rpm, mated to a 5-speed automatic gearbox with Touchshift control. Wanting to bring the concept to production following its positive reception, Mercedes joined forces with their Formula One partner, McLaren, thus creating the Mercedes-Benz SLR McLaren. The production version of the car was unveiled to the general public on 17 November 2003 having some minor design adjustments in respect of the initial design. The adjustments included more complex vents on both sides of the car, a redesigned front with the three pointed star plunged in the nose and red tinted rear lights. A new version of the SLR was introduced in 2006, called the Mercedes-Benz SLR McLaren 722 Edition. The “722” refers to the victory by Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7:22 a.m.) at the Mille Miglia in 1955. The “722 Edition” includes a modified version of the engine used in the SLR generating a power output of 650 PS (641 bhp) at 6,500 rpm and 820 Nm (605 lb/ft) at 4,000 rpm. 19-inch light-alloy wheels were used to reduce unsprung mass, while modifications were also made to the suspension, with a stiffer damper setup and 10 mm (0.39 in) lower ride height introduced for improved handling. Larger 15.4 in diameter front brakes and a revised front air dam and rear diffuser were fitted. Other exterior changes include red “722” badging, harking back to the original 722 racer, black tinted tail lights and headlamps. The interior has carbon fibre trim and black leather upholstery combined with Alcantara. The Mercedes-Benz SLR McLaren saw a production run of over six years. On 4 April 2008, Mercedes announced it would discontinue the SLR. The last of the coupés rolled off the production line at the end of 2009 and the roadster version was dropped in early 2010. A total of 2,157 cars were produced, rather less than the 3500 production ceiling which Mercedes initially announced .The car had a mixed reception even when new, but now it is for sure a classic.

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Also here was the current top of the range sports car, the AMG GT.

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MG

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.

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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, but due to a high demand, 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.

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

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This is a MG1100, one of 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.

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This 4WD mid engined MG Metro 6R4 of 1984 (6-cylinder, rally car, four-wheel-drive) was a world away from the best selling city car to which it bore only a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four wheel drive transmission enclosed within a semi-monocoque seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering. The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was a break from the norm, as it wasn’t turbocharged as the majority of its competitors were. The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle. The four-wheel-drive was permanently engaged, and drove separate propshafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork. The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of 250 bhp, of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over 410 bhp. At its launch in 1985, Rover announced that it would complete the necessary number of cars required for homologation by November of that year. This was undertaken at the group’s large manufacturing facility at Longbridge. The car was to participate in the Lombard RAC rally in November 1985, and an example, driven by works driver Tony Pond, finished a highly respectable third, behind two Lancia Delta S4s. This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at Monte Carlo, Sweden, Portugal and Corsica during the 1986 season, none of the Metros managed to complete a course. The majority of these problems were related to the V6 powerplant which suffered teething issues. Halfway during the 1986 season, Group B was banned (following a series of fatal crashes in which both competitors and spectators lost their lives). From that point on, the 6R4 was always going to be limited in front line competition, although they were run with limited success for the remainder of the year. A number passed into private hands and have proved formidable rally and rallycross cars. Despite the expiry of the 6R4’s homologation the MSA still allow the cars to run in competition although engine sizes have been limited to 2800cc (single plenum engines) and 2500cc (multi-plenum engines). Austin Rover withdrew from the rallying scene at the end of the season, but in 1987 all the parts and engines were sold to Tom Walkinshaw Racing, whereupon the V6 engine reappeared in the Jaguar XJ220, this time with turbochargers added.

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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.

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MINI

Issigonis’ friend John Cooper, owner of the Cooper Car Company and designer and builder of Formula One cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to see the Mini in the role of a performance car, but after John Cooper appealed to BMC management, the two men collaborated to create the Mini Cooper. The Austin Mini Cooper and Morris Mini Cooper debuted in September 1961. The 848 cc engine from the Morris Mini-Minor was given a longer stroke to increase capacity to 997 cc increasing power from 34 to 55 bhp. The car featured a race-tuned engine, twin SU carburettors, a closer-ratio gearbox and front disc brakes, uncommon at the time in a small car. One thousand units of this version were commissioned by management, intended for and designed to meet the homologation rules of Group 2 rally racing. The 997 cc engine was replaced by a shorter stroke 998 cc unit in 1964. In 1962, Rhodesian John Love became the first non-British racing driver to win the British Saloon Car Championship driving a Mini Cooper. A more powerful Mini Cooper, dubbed the “S”, was developed in tandem and released in 1963. Featuring a 1071 cc engine with a 70.61 mm bore and nitrided steel crankshaft and strengthened bottom end to allow further tuning; and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold until the model was updated in August 1964. Cooper also produced two S models specifically for circuit racing in the under 1,000 cc and under 1,300 cc classes respectively, rated at 970 cc and a 1,275 cc both had a 70.61 mm bore and both were also offered to the public. The smaller-engine model was not well received, and only 963 had been built when the model was discontinued in 1965. The 1,275 cc Cooper S models continued in production until 1971. Sales of the Mini Cooper were: 64,000 Mark I Coopers with 997 cc or 998 cc engines; 19,000 Mark I Cooper S with 970 cc, 1,071 cc or 1,275 cc engines; 16,000 Mark II Coopers with 998 cc engines; 6,300 Mark II Cooper S with 1,275 cc engines. There were no Mark III Coopers and 1,570 Mark III Cooper S.

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Along with the Morris Mini Traveller. the Austin Mini Countryman was a two-door estate car with double “barn”-style rear doors. Both were built on a slightly longer chassis of 84 inches (2.1 m) compared to 80.25 inches (2.038 m) for the saloon. The early Morris Mini Traveller and Austin Mini Countryman cars had an internal fuel tank located on the left hand side of the rear load area. This is identifiable by the fuel filler cap being on the left hand side of the car just below the rear window. In October 1961 the fuel tank was relocated to the underneath of the car and the filler cap was moved to low down on the right hand side of the car – the same configuration that was already in use on the Mini Van. From the start of production both models had a decorative, non-structural, ash wood trim on the rear body, in the style of a pre-war shooting-brake. This gave the car a similar appearance to the larger Morris Minor Traveller and gave rise to these cars simply being called a woodie. It is a popular misconception that the difference between the Traveller and the Countryman is the wood trim. An all steel version of both the Traveller and the Countryman without the wood trim was launched for export markets in April 1961 and for the home market in October 1962, but the woodie version remained more popular. In October 1967 the Mk2 version was launched with the same changes as the saloon. Approximately 108,000 Austin Mini Countrymans and 99,000 Morris Mini Travellers were built. Variations of this model were also built in South Africa, by Innocenti in Italy and by Industria de Montagem de Automoveis in Portugal. The models were replaced by the Clubman Estate in the autumn of 1969.

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Without doubt, the rarest version of the classic Issigonis-designed Mini is the Pickup, as seen here. Introduced in 1961, at the same time as the Van, whose longer platform this version shared, there was an open-top rear cargo area and a drop down tailgate. The factory specified the weight of the Pick-up as less than 1,500 lb (680 kg) with a full 6 gallon tank of fuel. As with the Van, the Pick-up had stamped metal slots for airflow into the engine compartment. The Pickup was basic, although the factory brochure described a “fully equipped Mini Pick-up is also available which includes a recirculatory heater.” Passenger-side sun visor, seat belts, laminated windscreen, tilt tubes and cover were also available at extra cost. Equipment levels improved gradually over time. Like the van, the Pick-up was renamed as the Mini 95 in 1978. Production ceased in 1983 by which time 58,179 Mini Pick-up models had been built, barely 10% of the number of Vans made.

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This is a Mini Piccadilly, one of the long list of special editions, many of which were named after London landmarks. The Piccadilly was introduced in May 1986. Based on the Mini City, it had the 998 cc A+ engine. All the cars were painted in Cashmere Gold Metallic and had black bumpers and a black-centred grille and sported twin coachlines with a “Piccadilly” logo. The interior was a mix of Bitter Chocolate, Coffee and Claret velvet and the car featured full-width wheel trims and a push button radio. 2,500 were made. Many examples were exported to France and Japan.

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The Mini was the model that refused to die, with sales continuing after the launch of the Metro in 1980, and gathering momentum again in the 1990s, thanks in no small part to interest from Japan and because Rover Group decided to produce some more Cooper models. The first series of Cooper cars had been discontinued in 1971, replaced by the cheaper to build 1275GT, but when a limited edition model was produced in 1990, complete with full endorsement from John Cooper, the model was a sell out almost overnight, which prompted the decision to make it a permanent addition to the range. A number of refinements were made during the 90s, with fuel injection adding more power, a front mounted radiator and more sound deadening making the car quieter and new seats adding more comfort and a new dash making the car look less spartan inside.

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MITSUBISHI

Mitsubishi launched the second generation Mirage to Japan in 1983, again splitting the range into Mirage (three- and five-door hatchback, plus four-door sedan) and Lancer Fiore (four-door sedan) models. A station wagon version of the Mirage was added in 1985, with a four-wheel drive wagon available from the fall of 1986 with the 1.8-litre petrol engine. Many export markets sold the hatchbacks as Mirage or Colt, with the sedan and wagon commonly badged Lancer. This wagon model went on to become very popular in both the commercial and private sectors overseas as well as in Japan. C10-series chassis numbers denote front-wheel-drive models, while C30-series numbers are for four-wheel-drive versions (only station wagons). Uprated engines were deployed into the series; 1.3- and 1.5-litre Orion petrol engines replaced the previous 1.2- and 1.4-liter Orion units. Mitsubishi also released variants fitted with the 1.6 and 1.8-litre Sirius gasoline powerplants, and for the first time a 1.8-litre Sirius diesel was added. The 1.6-litre Sirius engine also included a turbocharged variant with between 105 PS and 125 PS, featuring the latest in computer control engine technology including electronic fuel injection. Power differed for cars with catalyzers, or for markets with lower octane fuel. Some European markets received a smaller 1.2-litre “tax special” as well, with 55 PS. The car received a very mild facelift in early 1986, along with some new engine options for the Japanese domestic market. This included a fuel-injected version of a new 1.5-litre engine from the Saturn family, the G31B. The transmissions were updated at the same time. The second generation Mirage hatchback was replaced in October 1987; the sedans were replaced in January 1988. The Wagon and Van versions were kept in production with some minor updates until 1991, as there was no station wagon of the third generation Mirage and Lancer. The diesel engine remained the 1.8-litre 4D65 (also available with four-wheel drive) while the petrol 4G13 and 4G15 were updated with the same new twelve-valve heads as were used on the third generation Mirage beginning in 1989. Power outputs climbed by 12 horsepower for both petrol versions, to 79 and 85 PS in Japanese trim. The Mirage was available in Europe as the Colt in 1200 L, EL, and GL trims (mostly three-door models only, but a five-door GL was sold in some markets), as the 1300 GL three- and five-door, 1500 GLX three- and five-door, and as the 1800 L/EL/GL (diesel) three- or five-door. The Lancer sedan was available in the same trim levels as the hatchback model (including the 1200 engine), while the wagon versions were available as 1500 GLX and 1800 GL diesel only. The three-door Colt Turbo was also sold in Europe, with the 125 PS 1.6-litre ECI engine. The Colt Turbo fared badly in competition with its European GTi-class competitors, with period testers criticising Mitsubishi for not doing much more than adding a turbocharger, spoilers, and fat tires. It was not a thorough engineering job and the car was not able to fully handle the ample power made available. Some markets also received the 4WD Wagon with the larger 1.8 engine, although the diesel-powered 4WD remained available to Japanese customers only. Versions equipped with catalytic converters first became available in Europe in 1985, at the same time as the wagon was introduced. The two-seater commercial type was sold in the Netherlands simply as the “Mitsubishi Wagon”, whereas the better equipped passenger version was called the Lancer Station Wagon.

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MORGAN

Oldest Morgan here was a “Flat Rad”, the name given to the first of the 4-wheeled cars, produced from 1935. and more correctly called the 4-4. The first cars had the sliding pillar suspension of the three-wheeler plus an underslung live rear axle sitting over Z-section cross-section chassis side rails, carried in leaf springs. The first cars had a 34 bhp 1122 Coventry Climax four cylinder engine, a crossflow with overhead inlet and side exhaust valves. In competition form it had a slightly smaller capacity of 1098cc and it put out a healthy 50 – 60 bhp. The car enjoyed considerable success with a lightened car winning the Tourist Trophy in 1937 on handicap and in 1938 if finished second in class at Le mans. In 1939, Morgan changed to the 1267 cc overhead valve Standard Special engine which was both lighter and more powerful. Post was the name was changed to Plus 4 and in 1950 the engine was replaced by the much larger 2088cc 68 bhp Standard engine from the Vanguard and the body was revised to be slightly wider and roomier. The bodies were made of steel over a wooden frame. three different styles were offered: a two seater, a four seat tourer and a drophead coupe. This last was more sophisticated with a fixed windscreen frame sliding windows and a three position hood. The first of the cowled radiator cars arrived in 1953.

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MMC11 is a famous Morgan as it is the very first production Plus 8 model. By the 60s, Morgan was run by Peter Morgan, the son of founder HFS Morgan, and he had been at school with Peter Wilks, the nephew of Rover founder Maurice Wilks and the firm’s technical director. Rover expressed some interest in adding Morgan to its portfolio, which would, of course, have sucked the fiercely independent Malvern Link firm into British Leyland. Peter Morgan rebuffed the advances, but he did take the opportunity to ask his old school friend about the new 3.5 litre engine that Rover had just acquired from Buick. Morgan had always acquired engines for its cars from whichever supplier could come up with something suitable and at this point had been using the 4 cylinder Standard unit but production of this unit was coming to an end as Standard-Triumph prepared to replace it with a new 6 cylinder unit. It was too long to fit easily in the Morgan, whereas the V8 Rover unit was shorter as well as being much more powerful, and thanks to its all-alloy construction, much lighter. The deal was done and Morgan worked in developing the car that would be launched in mid 1968 as the Plus 8. There were not many other changes, though the steel chassis was strengthened and the mounts for the rear suspension were moved. The Moss 4 speed gearbox was retained. It soon became apparent that Morgan had created one of the fastest cars of the day, as although there was only 160 bhp, the car, at 850 kg, was light. This car was the second prototype, and effectively the first production car and is part of the Morgan Heritage Fleet having started out as Peter Morgan’s personal car. It has an extensive history in motorsport, ranging from trails to the 1982 Snetterton 24 Hours. It is possibly the best known Morgan in the world.

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Also here were a number of the very latest cars including the new Plus 4 and Plus 6.

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MORRIS

The Continental Cowley, shown to the press in April 1915, was a larger engined (1495 cc against 1018 cc), longer, wider and better equipped version of the first Morris Oxford with the same “Bullnose” radiator; in addition it could carry a four-passenger body. To reduce the price many components were bought from United States suppliers. The 1495 cc, side valve, four cylinder engine was made by Continental Motor Manufacturing Company of Detroit, and the clutch and three speed gearbox by Detroit Gear & Machine Co. Back axle, front axle and steering gear also came from the USA. Supply of these components was badly affected by World War I. The suspension used semi elliptic leaf springs at the front and three quarter elliptics at the rear. The central position of the handbrake and ball change gear lever revealed the gearbox’s US origin. It also made for easy entry through the driver’s door and no cold steel up a driver’s leg. The petrol tank was in the scuttle and its filler was above the gear lever in the centre of the dashboard. The US-made back axle was the first helically cut drive in a quantity produced British car. Electric lighting was standard. It was the first Morris car to be sold like that. The 6-volt Lucas lamps were a set of five, powered by a belt-driven dynamo fixed to the engine by its cylinder head studs. The cost of these few electrical components was equivalent to 59% of the cost of the imported engine. The delivery van body was not provided with electric lighting. There was no austerity for the Cowley though it was at first slightly cheaper than the Oxford. There was diamond patterned buttoned upholstery in real leather set off by mahogany cappings, and a proper door for the driver. The mudguards were black and the standard body colour was a chocolate brown. The Cowley did not become a stripped down Oxford until 1919. Although first shown to the press in April 1915 the new car was not generally available until late summer that year just when the government suddenly imposed the McKenna duties. A tax of 33% was imposed on imported “luxury” goods but demand for the Cowleys seemed to ignore the price rises. The last Continental Cowley was assembled in 1920 finishing the stock of original engines. Three thousand engines were despatched to Morris but more than half were lost by enemy action while crossing the Atlantic leaving around 1,500 sets of certain chassis components unsold. More recent research suggests that there may have been only one shipment of about 150 lost through enemy action and orders for more shipments were cancelled. Excellent American automobile engineering and production techniques made the first Cowley a great success. The cars were the right design for quantity production when Morris entered quantity production in the 1920s and their high quality engineering created a reputation for utter reliability and resistance to the most shocking abuse. The updated Cowley for 1919 had an engine made by the British branch of the French Hotchkiss company, which was essentially a copy of the early Continental unit which was no longer being made. It was the basic model of the Morris two car range of the time with the Oxford, which used the same 1.5L 26 bhp engine until 1923, having leather upholstery and upgraded lighting as the de-luxe version.

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Although the Minor name is associated with the Issigonis-designed car (that will feature) below, the first time the name was used was with this car. Beginning in 1922, the tiny Austin Seven had brought motoring to a new public and broadened the market. Against that Morris’ Oxfords and Cowleys had taken 41 per cent of the entire 1925 British private car market. Morris sales had begun to slow in 1926. They were revived by a new face for the Morris Oxford and Cowley and an expansion of Morris’ range both up and down the scale. The same year William Morris realised millions from the sale and stock market listing of preference shares in his business and he privately bought Wolseley, founded by Herbert Austin, which up to a few years earlier had been Britain’s largest car manufacturer. This gave Morris ample wherewithal to go after Herbert Austin’s little car with his own small Morris. With a surplus of production facilities, and Wolseley’s design engineers added to his own at Morris Commercial Cars, little time was taken for development of the Morris Minor. A more complex design than Austin’s Seven the all-new car was revealed in 1928. The launch was on 11 October 1928 at the opening of London’s 22nd Olympia Motor Show. A 4-seater tourer was displayed and a 4-seated saloon with sliding windows. Both had two doors. The Times’ motoring correspondent tested the fabric saloon and reported at length in December finishing with “I liked the general control and one does not get the impression that one is driving a very small car”. The fabric covered bodies used so much wadding to smooth their corners birds learned to peck through the fabric for the felt to build their nests. Coachbuilt, steel-panelled cars with a folding “sunshine” roof, for £9 more than the fabric car, were announced in August 1929 and all three cars were given rear-hinged doors with their forward ends sloping towards the front at the bottom. A 5-cwt van was added to the Minor range for 1930. It was displayed as Morris’ smallest van offering at the 1929 Motor Transport Show. The following year, in August 1930, a new 2-seater semi-sports joined the range with a hood and side screens. It was designed for two adults and their luggage and was cheapest in the range by £5. The tourer and two saloons, fabric and steel-panelled, remained in production. Advertisements referred to improved coachwork comfort and finish and improved lubrication and electrical systems. Tyres were now 19 x 4.00-inches. The coachbuilt saloon might now be had in black as well as blue. This last saloon came with automatic windscreen wiper, rear-vision mirror, safety glass and the new chromium finish. Morris’ stand at Olympia displayed just a chassis of the Minor. Just before Christmas 1930 Sir William Morris released a statement saying that he would put on the market very soon a new car to sell at £100 and it would be known as the Morris Minor S.V. two-seater. The body, he said, is to be coach built—steel panels on a wood frame—has as few bright parts as possible “to reduce polishing” and is finished in naval grey with red upholstery. Decarbonisation and valve adjustment were very simple and contributed to the new car’s low running costs. Within a few months 2-door saloon models with the S.V. type engine were also in production. A 4-seater S.V. tourer was announced in April.The overhead valve engine was proving to be expensive to make and Wolseley’s design—the six-cylinder version powered their successful Hornet saloon, and racing MGs—suffered from oil getting into the dynamo. So in 1931 a version with valve gear re-designed by staff of Morris Engines using side-valves and giving nearly the same power output, 19 bhp was introduced. On the road, the tester advised, the new Morris Minor S.V. exceeded 50 mph. A certain amount of wheel-bounce consumed a lot of power when testing standing-start times. The tappets could have been adjusted more finely, the accelerator needs a steadier spring and there should be a rest pedal beside it. Speed and brake levers were rather distant, top speed was apt to jump out when the load came off, some wheel bounce and movement with such a short wheelbase is acceptable, the foot brakes pulled to the near-side. The lower cost of the new engine allowed the Minor to be sold for the magic £100 as a stripped-down two-seater. The S.V. 2-seater cars were priced exactly 25 per cent cheaper than the SOHC cars had been. For a while both overhead and side valve versions were produced. The overhead-camshaft unit survived until 1932 in the four-door model, which also gained hydraulic brakes. In August 1931 a new radiator shape was revealed. The overhead valve version was renamed Morris Family Eight and was given a 7 ft 7 inches wheelbase, an extra 13 inches. The Family Eight was placed within the range between the Minor and Cowley. This saloon has four doors and has enough room for four grown persons. 17 x 4.50-inch tyres were fitted to the new Magna type wire wheels. Magna wheels were now fitted throughout the entire Morris range. The saloon bodies were slightly restyled with a more rounded look being given an “eddyfree” front, the standard size was roomier, their front seats could be adjusted and their doors were widened and fitted with safety glass winding instead of sliding windows. New colour schemes were made available. The fuel tank moved from the scuttle area below the windscreen to the rear of the car. An electric fuel pump or “automatic petrol-lift” was fitted. These Morris Family Eight cars were fitted with hydraulic brakes. Their new smooth sloping screen and rounded front allowed smooth passage of air and less resistance. The use of hydraulics distinguished the Morris from the competing Austin 7 with its less reliable cable brakes. The S.V. cars continued now known as Morris Minors in contrast to the Morris Family Eight cars. Morris displayed at the next Motor Show in October 1932 a Minor chassis for £87.10.0. For £90 the same chassis came equipped with a four-speed twin-top gearbox (“silent” third), cam steering and deep radiator. The 2-door Minor coachbuilt saloon was £125 or with fixed head £122.10.0. By the end of August 1933 all Morris cars had synchromesh four-speed gearboxes, dipping headlights, hydraulic shock absorbers, leather upholstery, hydraulic brakes, rear petrol tank, direction indicators and safety glass. The Family Saloon and Minor added to that illuminated direction indicators and pneumatic upholstery. The Minor and Family Saloon were replaced by the Morris Eight in August 1934 with an entirely new body and a slightly larger 918 cc engine.

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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 both a 2 door saloons and a Tourer.

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The Series I Isis was launched in 1955 as a replacement for the Morris Six MS. It featured a six-cylinder engine, the 2639 cc 86 bhp C-Series unit from the Austin Westminster. Unlike the Westminster, the Isis had a single SU carburettor. The four-speed gearbox had a column change and was available with an optional Borg-Warner overdrive unit. The car was based on the 4-cylinder Morris Oxford series II, sharing its almost-unibody shell and torsion bar front suspension. The wheelbase and front end were lengthened to accept the larger straight-6 engine, and a “woody” 2-door estate version was also available. With the strong engine, the Isis could reach 90 mph (145 km/h). Unlike its sister car, the Austin Westminster, which enjoyed moderate success against the volume-selling Ford and Vauxhall sixes of the time, sales were poor, with only 8,500 sold.

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NISSAN

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

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Also here was an example of the now rather long-lived R35 generation of the GT-R.

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PEUGEOT

The only Peugeot I came across here were a number of the much loved 205 GTi model. 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.

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PLYMOUTH

The Valiant was totally reskinned for 1963 with a 0.5 in (13 mm) shorter wheelbase; it had a wide, flat hood and a flat square rear deck. The upper belt feature line ran from the rear body, in a gentle sweep, to the front fender tip. Here it was “veed” back and down to the trailing edge of the front fender. The roofline was flatter and sharpened in profile. The grille was a variation of the inverted trapezoid shape that characterized contemporary Chryslers, with a fine mesh insert. Advances in body structure, many accessories and a new spring-staged choke were promotional highlights. The Valiant was offered as a two-door hardtop and convertible, a two- or four-door sedan, and a four-door station wagon. The hardtop and the convertible, with manual- or optional power-operated top, were offered only in the high V200 and premium Signet trim levels. The optional 225 cu in (3.7 L) slant-six engine was initially offered with the die-cast aluminium block introduced in late 1961, but early in the 1963 model year the aluminium block was discontinued; both the 170 and 225 engines were thenceforth available only with iron blocks. In December 1962, Plymouth’s first-ever vinyl-covered roof became available as an option on the Signet. The 1963 Valiant was much better received by the public, and sales for the year rose to 225,056. The Valiant was sold in Mexico as a “Chrysler Valiant” starting with the 1963 model year. This was also the first year that it was coupled with the Dodge Dart, which had been previously a lower-end full-size model. Building on a worldwide record sales success in 1963, the Valiant moved into 1964 with design changes giving better economy, reliability and performance. Changes in the 1964 Valiant included a restyled front end featuring a new grille with a horizontal bars. A “Valiant” medallion was placed at the center of the grille where the bars formed a flat bulge. Vertical taillamps replaced the previous horizontal items. The ring-style rear deck decoration was replaced with a Valiant script located at the right-hand corner. There were few styling changes in the 1965 Valiants, but the 1966 Valiants had significant superficial changes: a split grille with fine-patterned insert; new front fenders; new rear fenders on the sedans; new bevelled-edge rear deck lid; heavier rear bumper; and a new roofline with large rear window. The new Chrysler-built A833 four-speed manual transmission was offered together with a Hurst shifter. Another new option was the “Sure-Grip” limited slip differential, which was touted as a bad-weather safety feature and also offered traction benefits in performance driving. The Valiant was extremely popular in the US, Canada, and numerous markets outside North America. Plymouth supported a successful team of Valiant two-door sedans in the 1965 and 1966 SCCA Manufacturers Rally Championships. In mid-1964, Chrysler released an all-new 273 cu in (4.5 L) V8 engine as optional equipment in all Valiants. This compact V8 engine, with solid tappets, the first in Chrysler’s LA engine range and that would last until 2002, was specifically engineered to fit in the compact A-body engine compartment. Valiants with the optional 273 engine came with V-shaped emblems at the sides of the cowl. With the 180 bhp 273, the Valiant became the lowest-priced V-8 automobile in the world. For 1965, a hotter 235 bhp version of the 273 called the Commando 273 was made available with 10.5:1 compression, a four-barrel carburetor, performance camshaft, low restriction exhaust and other modifications. The Dodge Lancer, which had been almost identical to the Valiants of 1961–62, was replaced in 1963 by the Dart. The Dart was available in all the same body styles as the Valiant, except there was no Dodge equivalent of the Barracuda. All Darts used a larger, 111 in (2,800 mm) wheelbase, except for wagons which used the Valiant’s 106 in (2,700 mm) wheelbase.

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PORSCHE

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.

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

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

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The 911 traces its roots to sketches drawn by Ferdinand “Butzi” Porsche in 1959. The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company’s first model. The new car made its public debut at the 1963 Frankfurt Motor Show. The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964. It originally was designated as the “Porsche 901” (901 being its internal project number). A total of 82 cars were built as which were badges as 901s.[7] However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars’ part numbers carried on the prefix 901 for years. Production began in September 1964,[9] with the first 911s exported to the US in February 1965. The first models of the 911 had a rear-mounted 130 hp Type 901/01 flat-6 engine, in the “boxer” configuration like the 356, the engine is air-cooled and displaces 1,991 cc as compared to the 356’s four-cylinder, 1,582 cc unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed “Type 901” manual transmission was available. The styling was largely penned by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356’s successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche’s original design and were internally called the Porsche 754 T7. Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design. In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS. Forged aluminum alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS, as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS. In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres. and the previously standard gasoline-burning heater became optional. The Targa version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS 911T was also launched in 1967 with Type 901/03 engine. The 130 PS model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fibreglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS. A clutchless semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was cancelled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36. and 6J-15 wheels. The C series was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car’s nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS) compared to the 911S’s Type 911/02 (180 PS, but 911E was quicker in acceleration up to 160 km/h. The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc engine. This is known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an “Oil Klapper”, “Ölklappe” or “Vierte Tür (4th door)”. The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine. 911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc or 2,404 cc, having a power output of 270 PS at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio. The G Series cars, with revised bodies and larger impact-absorbing bumpers arrived in the autumn of 1973 and would continue in production with few visual changes but plenty of mechanical ones for a further 16 years.

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930 RSR

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The 911 continued to evolve throughout the 1960s and early 1970s, though changes initially were quite small. The SC appeared in the autumn of 1977, proving that any earlier plans there had been to replace the car with the front engined 924 and 928 had been shelved. The SC followed on from the Carrera 3.0 of 1967 and 1977. It had the same 3 litre engine, with a lower compression ratio and detuned to provide 180 PS . The “SC” designation was reintroduced by Porsche for the first time since the 356 SC. No Carrera versions were produced though the 930 Turbo remained at the top of the range. Porsche’s engineers felt that the weight of the extra luxury, safety and emissions equipment on these cars was blunting performance compared to the earlier, lighter cars with the same power output, so in non-US cars, power was increased to 188 PS for 1980, then finally to 204 PS. However, cars sold in the US market retained their lower-compression 180 PS engines throughout. This enabled them to be run on lower-octane fuel. In model year 1980, Porsche offered a Weissach special edition version of the 911 SC, named after the town in Germany where Porsche has their research centre. Designated M439, it was offered in two colours with the turbo whale tail & front chin spoiler, body colour-matched Fuchs alloy wheels and other convenience features as standard. 408 cars were built for North America. In 1982, a Ferry Porsche Edition was made and a total of 200 cars were sold with this cosmetic package. SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels. In 1981 a Cabriolet concept car was shown at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since. 911 SC sales totalled 58,914 cars before the next iteration, the 3.2 Carrera, which was introduced for the 1984 model year. Coupe models outsold the Targa topped cars by a big margin.

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

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Replacing the 964, the 993 models were first seen in October 1993, with production starting a few weeks later. Its arrival marked the end of air-cooled 911 models. The 993 was much improved over, and quite different from its predecessor. According to Porsche, every part of the car was designed from the ground up, including the engine and only 20% of its parts were carried over from the previous generation. Porsche refers to the 993 as “a significant advance, not just from a technical, but also a visual perspective.” Porsche’s engineers devised a new light-alloy subframe with coil and wishbone suspension (an all new multi-link system), putting behind the previous lift-off oversteer and making significant progress with the engine and handling, creating a more civilised car overall providing an improved driving experience. The 993 was also the first 911 to receive a six speed transmission. The 993 had several variants, as its predecessors, varying in body style, engines, drivetrains and included equipment. Power was increased by the addition of the VarioRam system, which added additional power, particularly in the mid-ranges, and also resulted in more throttle noise at higher revs; as a consequence, resulted in a 15% increase in power over its predecessor. The external design of the Porsche 993, penned by English designer Tony Hatter, retained the basic body shell architecture of the 964 and other earlier 911 models, but with revised exterior panels, with much more flared wheel arches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors. A major change was the implementation of all alloy multi-link rear suspension attached to an alloy sub frame, a completely new design derived from the 989, a four-door sedan which never went into production. The system later continued in the 993’s successor, the 996, and required the widening of the rear wheel arches, which gave better stability. The new suspension improved handling, making it more direct, more stable, and helping to reduce the tendency to oversteer if the throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of the 911 to have a 6-speed manual transmission included as standard; its predecessors had 4 or 5-speed transmissions. In virtually every situation, it was possible to keep the engine at its best torque range above 4,500 rpm. The Carrera, Carrera S, Cabriolet and Targa models (rear wheel drive) were available with a “Tiptronic” 4-speed automatic transmission, first introduced in the 964. From the 1995 model year, Porsche offered the Tiptronic S with additional steering wheel mounted controls and refined software for smoother, quicker shifts. Since the 993’s introduction, the Tiptronic is capable of recognising climbs and descents. The Tiptronic equipped cars suffer as compared to the manual transmission equipped cars in both acceleration and also top speed, but the differences are not much notable. Tiptronic cars also suffered a 55 lb (25 kg) increase in weight. The 993’s optional all wheel drive system was refined over that of the 964. Porsche departed from the 964’s setup consisting of three differentials and revised the system based on the layout from its 959 flagship, replacing the centre differential with a viscous coupling unit. In conjunction with the 993’s redesigned suspension, this system improved handling characteristics in inclement weather and still retained the stability offered by all wheel drive without having to suffer as many compromises as the previous all-wheel-drive system. Its simpler layout also reduced weight, though the four wheel drive Carrera 4 weighs 111 lb (50 kg) more than its rear wheel drive counterpart (at 3,131 lb (1,420 kg) vs. 3,020 lb (1,370 kg)). Other improvements over the 964 include a new dual-flow exhaust system, larger brakes with drilled discs, and a revised power steering. A full range of models arrived before the arrival of the 996 generation in 1998.

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During the 1990s, Porsche was facing financial troubles and rumours of a proposed takeover were being spread. The signature air-cooled flat-6 of the 911 was reaching the limits of its potential as made evident by the 993. Stricter emissions regulations world wide further forced Porsche to think of a replacement of the air-cooled unit. In order to improve manufacturing processes, Porsche took the aid of leading Japanese car manufacturer Toyota whose consultants would assist in the overhaul of the Zuffenhausen manufacturing facility introducing mass production techniques which would allow Porsche to carry out production processes more efficiently. Porsche had realised that in order to keep the 911 in production, it would need radical changes. This led to the development of the 996. The sharing of development between the new 911 and the entry level Boxster model allowed Porsche to save development costs. This move also resulted in interchangeable parts between the two models bringing down maintenance costs. The Porsche 996 was a new design developed by Pinky Lai under Porsche design chief Harm Lagaay from 1992 to 1994; it was the first 911 that was completely redesigned, and carried over little from its predecessor as Porsche wanted the design team to design a 911 for the next millennium. Featuring an all new body work, interior, and the first water-cooled engine, the 996 replaced the 993 from which only the front suspension, rear multi-link suspension, and a 6-speed manual transmission were retained in revised form. The 996 had a drag coefficient of Cd=0.30 resulting from hours spent in the wind tunnel. The 996 is 185 mm (7 in) longer and 40 mm (2 in) wider than its predecessor. It is also 45% stiffer courtesy of a chassis formed from high-strength steel. Additionally, it is 50 kg (110 lb) lighter despite having additional radiators and coolant. All of the M96 engines offered in the 996 (except for the variants fitted to the Turbo and GT2/GT3 models) are susceptible to the Porsche Intermediate Shaft Bearing issue which can potentially cause serious engine failure if not addressed via a retrofit. The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296 bhp. The 996 had the same front end as the entry-level Boxster. After requests from the Carrera owners about their premium cars looking like a “lower priced car that looked just like theirs did”, Porsche redesigned the headlamps of the Carrera in 2002 similar to the high performance Turbo’s headlamps. The design for the initial “fried egg” shaped headlamps could be traced back to the 1997 911 GT1 race car. In 2000, Porsche introduced the 996 Turbo, equipped with a four-wheel-drive system and a 3.6-litre, twin-turbocharged and intercooled flat-six engine generating a maximum power output of 420 bhp, making the car capable of accelerating from 0–60 mph in 4.2 seconds. An X50 option which included larger turbochargers and intercoolers along with revised engine control software became available from the factory in 2002, increasing power output to 451 bhp. In 2005, Porsche introduced the Turbo S, which had the X50 option included as standard equipment, with the formerly optional Carbon fibre-reinforced Silicon Carbide (C/SiC) composite ceramic brakes (PCCB) also included as standard. In 2000, power output on the base Carrera model was increased to 300 bhp. 2001 marked the final year of production for the base Carrera 4 Coupé in narrow body format. In 2002, the standard Carrera models underwent the above-mentioned facelift. In addition, engine capacity was also increased to 3.6-litres across the range, yielding gains of 15 bhp for the naturally aspirated models. 2002 also marked the start of the production of the 996 based Targa model, with a sliding glass “green house” roof system as introduced on its predecessor. It also features a rear glass hatch which gave the driver access to the storage compartment. Also in 2002, the Carrera 4S model was first introduced.

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The 996 was replaced with the 997 in 2005. It retains the 996’s basic profile, with an even lower 0.28 drag coefficient, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it. Initially, two versions of the 997 were introduced— the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera had a power output of 321 hp from its 3.6 L Flat 6, a more powerful 3.8 L 350 hp Flat 6 powers the Carrera S. Besides a more powerful engine, the Carrera S also comes standard with 19 inch “Lobster Fork” style wheels, more powerful and larger brakes (with red calipers), lowered suspension with PASM (Porsche Active Suspension Management: dynamically adjustable dampers), Xenon headlamps, and a sports steering wheel. In late 2005, Porsche introduced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 1.76 inches (32 mm) to cover wider rear tyres. The 0–100 km/h (62 mph) acceleration time for the Carrera 4S with the 350 hp engine equipped with a manual transmission was reported at 4.8 seconds. The 0–100 km/h (62 mph) acceleration for the Carrera S with the 350 hp was noted to be as fast as 4.2 seconds in a Motor Trend comparison, and Road & Track has timed it at 3.8 seconds. The 997 lineup includes both 2- and 4-wheel-drive variants, named Carrera and Carrera 4 respectively. The Targas (4 and 4S), released in November 2006, are 4-wheel-drive versions that divide the difference between the coupés and the cabriolets with their dual, sliding glass tops. The 997 received a larger air intake in the front bumper, new headlights, new rear taillights, new clean-sheet design direct fuel injection engines, and the introduction of a dual-clutch gearbox called PDK for the 2009 model year. They were also equipped with Bluetooth support. The change to the 7th generation (991) took place in the middle of the 2012 model year. A 2012 Porsche 911 can either be a 997 or a 991, depending on the month of the production.

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The 991 introduced in 2012 is an entirely new platform, only the third since the original 911. Porsche revealed basic information on the new Carrera and Carrera S models on 23 August 2011. The Carrera is powered by a 350 hp 3.4-litre engine. The Carrera S features a 3.8-litre engine rated at 400 hp. A Power Kit (option X51) is available for the Carrera S, increasing power output to 430 hp. The new 991’s overall length grows by 56 mm (2.2 in) and wheelbase grows by 99 mm (3.9 in) (now 96.5 in.) Overhangs are trimmed and the rear axle moves rearward at roughly 76 mm (3 in) towards the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine). There is a wider front track (51 mm (2 in) wider for the Carrera S). The design team for the 991 was headed by Michael Mauer. At the front, the new 991 has wide-set headlights that are more three-dimensional. The front fender peaks are a bit more prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. The stretched rear 3/4 view has changed the most, with a slightly more voluminous form and thin taillights capped with the protruding lip of the bodywork. The biggest and main change in the interior is the center console, inspired by the Carrera GT and adopted by the Panamera. The 991 is the first 911 to use a predominantly aluminium construction. This means that even though the car is larger than the outgoing model, it is still up to 50 kilograms (110 lb) lighter. The reduced weight and increased power means that both the Carrera and Carrera S are appreciably faster than the outgoing models. The 0–60 mph acceleration time for the manual transmission cars are 4.6 seconds for the Carrera and 4.3 seconds for the Carrera S. When equipped with the PDK transmission, the two 991 models can accelerate from 0–97 km/h in 4.4 seconds and 4.1 seconds. With the optional sports chrono package, available for the cars with the PDK transmission, the 991 Carrera can accelerate from 0–97 km/h in as little as 4.2 seconds and the Carrera S can do the same in 3.9 seconds. Apart from the reworked PDK transmission, the new 991 is also equipped with an industry-first 7-speed manual transmission. On vehicles produced in late 2012 (2013 model year) Rev Matching is available on the 7-speed manual transmission when equipped with the Sport Chrono package. Rev-Matching is a new feature with the manual transmission that blips the throttle during downshifts (if in Sport Plus mode). Also, the 7th gear cannot be engaged unless the car is already in 5th or 6th gear. One of Porsche’s primary objectives with the new model was to improve fuel economy as well as increase performance. In order to meet these objectives, Porsche introduced a number of new technologies in the 911. One of the most controversial of these is the introduction of electromechanical power steering instead of the previous hydraulic steering. This steering helps reduce fuel consumption, but some enthusiasts feel that the precise steering feedback for which the 911 is famous is reduced with the new system.[citation needed] The cars also feature an engine stop/start system that turns the engine off at red lights, as well as a coasting system that allows the engine to idle while maintaining speed on downhill gradients on highways. This allows for up to a 16% reduction in fuel consumption and emissions over the outgoing models. The new cars also have a number of technologies aimed at improving handling. The cars include a torque vectoring system (standard on the Carrera S and optional on the Carrera) which brakes the inner wheel of the car when going into turns. This helps the car to turn in quicker and with more precision. The cars also feature hydraulic engine mounts (which help reduce the inertia of the engine when going into turns) as part of the optional sports chrono package. Active suspension management is standard on the Carrera S and optional on the Carrera. This helps improve ride quality on straights while stiffening the suspension during aggressive driving. The new 991 is also equipped with a new feature called Porsche Dynamic Chassis Control (PDCC). Porsche claims that this new feature alone has shaved 4 seconds off the standard car’s lap time around the Nürburgring. PDCC helps the car corner flat and is said to improve high-speed directional stability and outright lateral body control, but according to several reviews, the car is more prone to understeer when equipped with this new technology. In January 2013, Porsche introduced the all-wheel-drive variants of the Carrera models. The ‘4’ and ‘4S’ models are distinguishable by wider tyres, marginally wider rear body-work and a red-reflector strip that sits in between the tail-lights. In terms of technology, the 4 and 4S models are equipped with an all-new variable all-wheel-drive system that sends power to the front wheels only when needed, giving the driver a sense of being in a rear-wheel-drive 911. In May 2013, Porsche announced changes to the model year 2014 911 Turbo and Turbo S models, increasing their power to 513 hp on the ‘Turbo’, and 552 hp on the ‘Turbo S’, giving them a 0–97 km/h acceleration time of 3.2 and 2.9 seconds, respectively. A rear-wheel steering system has also been incorporated on the Turbo models that steers the rear wheels in the opposite direction at low speeds or the same direction at high speeds to improve handling. During low-speed manoeuvres, this has the virtual effect of shortening the wheelbase, while at high speeds, it is virtually extending the wheelbase for higher driving stability and agility. In January 2014, Porsche introduced the new model year 2015 Targa 4 and Targa 4S models. These new models come equipped with an all-new roof technology with the original Targa design, now with an all-electric cabriolet roof along with the B-pillar and the glass ‘dome’ at the rear. In September 2015, Porsche introduced the second generation of 991 Carrera models at the Frankfurt Motor Show. Both Carrera and Carrera S models break with previous tradition by featuring a 3.0-litre turbocharged 6-cylinder boxer engine, marking the first time that a forced induction engine has been fitted to the base models within the 911 range

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The RS version of the 991 GT3 was launched at the 2015 Geneva Motor Show, and featured in first drive articles in the press a few weeks later, with cars reaching the UK in the summer and another series of universally positive articles duly appearing. It had very big shoes to fill, as the 997 GT3 RS model was rated by everyone lucky enough to get behind the wheel, where the combination of extra power and reduced weight made it even better to drive than the standard non-RS version of the car. A slightly different approach was taken here, with the result weighing just 10kg less than the GT3. It is based on the extra wide body of the 991 Turbo. Compared to the 991 GT3, the front wings are now equipped with louvres above the wheels and the rear wings now include Turbo-like intakes, rather than an intake below the rear wing. The roof is made from magnesium a bonnet, whilst the front wings, rear deck and rear spoiler all in carbonfibre-reinforced plastic (CFRP), the rear apron is in a new polyurethane-carbonfibre polymer and polycarbonate glazing is used for the side and rear windows. The wider body allows the RS’s axle tracks to grow, to the point where the rear track is some 72mm wider than that of a standard 3.4-litre Carrera and the tyres are the widest yet to be fitted to a road-going 911. A long-throw crankshaft made of extra-pure tempered steel delivers the 4mm of added piston stroke necessary to take the GT3’s 3.8-litre flat six out to 3996cc . The engine also uses a new induction system, breathing through the lateral air intakes of the Turbo’s body rather than through the rear deck cover like every other 911. This gives more ram-air effect for the engine and makes more power available at high speeds. It results in an output of 500 bhp and 339 lb/ft of torque. A titanium exhaust also saves weight. The suspension has been updated and retuned, with more rigid ball-jointed mountings and helper springs fitted at the rear, while Porsche’s optional carbon-ceramic brakes get a new outer friction layer. Which is to say nothing of the RS’s biggest advancement over any other 911: downforce. The rear wing makes up to 220kg of it, while the front spoiler and body profile generates up to 110kg. In both respects, that’s double the downforce of the old 997 GT3 RS 4.0. The transmission is PDK only. The result is a 0-62 mph time of just 3.3 seconds, some 0.6 seconds quicker than the 997 GT3 RS 4.0 and 0-124 mph (0-200kmh) in 10.9 seconds. The 991 GT3 RS also comes with functions such as declutching by “paddle neutral” — comparable to pressing the clutch with a conventional manual gearbox –- and Pit Speed limiter button. As with the 991 GT3, there is rear-axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock. The Nürburgring Nordschleife time is 7 minutes and 20 seconds. The interior includes full bucket seats (based on the carbon seats of the 918 Spyder), carbon-fibre inserts, lightweight door handles and the Club Sport Package as standard (a bolted-on roll cage behind the front seats, preparation for a battery master switch, and a six-point safety harness for the driver and fire extinguisher with mounting bracket). Needless to say, the car was an instant sell out, even at a starting price of £131,296.

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The 991 Carrera T was announced in October 2017. The 911 Carrera T (Touring), offered the base Carrera drivetrain but with shorter rear axle ratio, mechanical differential lock, PASM Sport lowered suspension, Sport Chrono package and sports exhaust as standard. Additional features include a reduced sound insulation, light-weight glass side/rear windows, Sport-Tex seats, a shortened shift lever, deletion of the rear seats and communication system (with their re-addition available as a no-cost option), Carrera S wheels, as well as optional rear-wheel steering, PDK transmission and bucket seats.

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Following the roots of the 2016 911R, a touring version of the GT3 was introduced that removes the rear wing and replaces it with the modified retractable rear spoiler from the Carrera GTS (with a Gurney flap and 20-degree deployment angle) to give a more smooth and flowing aesthetic image, though it extends further upwards to provide extra downforce. The spoiler deploys at 121 km/h (75 mph) and retracts at 80 km/h (50 mph). It can also be manually deployed by the press of a button. The downforce is 104 kg (230 lb) less than the standard GT3 at top speed. Top speed is also reduced at 315 km/h (196 mph). The Touring is only available with a manual transmission, features leather versus Alcantara, and cannot be specified with the Clubsport package available with the normal GT3. Other options and features remain the same as the GT3. The suspension settings are said to be identical to the standard GT3 as is the engine. However, the air intake replaces the normal GT3’s box paper air filters with a conic high flow BMC air filters and adds membrane on the two air filter chambers under the gurney flap that are the reasons of the sound differences between the normal GT3 and the GT3 Touring. The touring, unlike the 911R is not produced in limited numbers, therefore, discouraging high price speculation.

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The latest version of the 911 is code-named the 992 and the first of these cars hit the streets in early 2019 following a premier at the 2018 Los Angeles Show. As is usually the case with Porsche, it takes some time for the full range to be announced, so even now it is still building up with the GT3 variants due here in the summer. The car seen here was a 911 Carrera.

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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.

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

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

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

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Also here were more recent examples of what is now known as the 718 Boxster.

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Porsche revealed the latest Boxster Spyder based on the 981 Boxster in April 2015 at the New York Auto Show. The styling of the car is similar to the previous generation Spyder, continuing the twin hump rear deck and manually operated canvas top. It also shares some styling with the Cayman GT4, using the same front and rear fascia. The engine is also shared with the Cayman GT4, a 3.8 litre flat-6, making this the largest and most powerful engine used in a Boxster with 385 bhp. It was the lightest Porsche, weighing 1,315 kilograms (2,899 lb). This was achieved through the use of aluminium doors and rear boot lid, a manually operated roof and unique lightweight 20 inch wheels. The air conditioning and audio system were also removed, although they can be added as no cost options. Braking is via larger brakes than used on the Boxster S, being 340mm front and 330mm rear units taken from the 911 Carrera S. Also shared with the GT4 is a limited slip differential combined with Porsche Torque Vectoring and features a 20mm lower ride height. Additionally it also borrows the steering rack from the 911 Turbo S along with the same reduced diameter GT steering wheel as used in both the GT3 and GT4. The Boxster Spyder was only available with a 6 speed manual transmission. The Spyder had a base price of US$82,100 and was only available as a 2016 model with a total worldwide production of 2400 units, with 850 destined for the US.

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Representing the future was the Taycan, Porsche’s highly rated all electric saloon that went on sale around a year ago.

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RELIANT

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

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RENAULT

A real rarity in the UK (possibly unique?) and not a common sight even in its native Spain these days is this Renault Siete, or R7, a 4-door saloon version of the Renault 5 supermini, produced and sold in Spain by Renault’s subsidiary, FASA-Renault from 1974 to 1984. It was very similar to the R5 hatchback (which had been launched two years earlier), and identical mechanically, but offered with a smaller range of engines. The R7 had four doors and a saloon-style boot in place of the original car’s three (and later five) doors including hatchback. This involved extending the wheelbase by just under 6 cm (2+2⁄5 in) though it retained the wheelbase difference between left and right sides, characteristic of several Renault models, resulting from the use of full-width torsion bars placed one behind the other, ahead of the rear wheels. Another difference between the Renault 7 and the 5 was the use, on the 7, of ‘conventional’ chromed metal bumpers instead of off-body colour plastic ones,[3] giving the car a more refined appearance. Initially powered by a 1037 cc engine, it was mostly sold in Spain. The R7 was introduced two years after the launch of the R5, then restyled in 1979, followed by an engine upgrade to 1108 cc in 1980. Its production ended in 1984, after the R9 entered the worldwide market. A five-door version of the R5 was launched in 1980 using the door pattern of the Spanish R7. In 1984, the R5 had been substantially redesigned (now based on the R9/R11 floorpan) and R7 sales did not justify the investment necessary to develop a new version of the R7. A total 159,533 units were produced; its success outside its home market was limited because Renault offered the larger Renault 12 for a small price premium.

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A rather different sort of Renault is this 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.

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RENAULT-ALPINE

The new A110 has been on sale for a couple of years now, and whilst total sales have levelled off once the initial demand was satisfied, there are often examples of the car at enthusiast events like this and so the only surprise perhaps is the fact that there were only a couple of examples here.

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RILEY

With renowned Riley Specialist Blue Diamond being one of the businesses hosted on site, there are always going to be plenty of Riley models on show, and owners bring their cars to augment those that would have been evident anyway. Looking at the long line of cars, you begin to see why Riley got into trouble in the 1930s, as they simply produced too many different models. Seen here were quite an array of cars, ranging from a Monaco Saloon through a number of Sprites, and various Nine and Twelve-based sports cars.

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The Riley RM Series was the last model developed independently by Riley. RM vehicles were produced from 1945, after the Second World War, until the 1952 merger of Riley’s parent company, the Nuffield Organisation with Austin to form BMC. They were originally made in Coventry, but in 1949 production moved to the MG works at Abingdon. The RM models were marketed as the Riley 1½ Litre and the Riley 2½ Litre. There were three types of RM vehicles produced: the RMA was a large saloon, and was replaced by the updated RME, both of which had the 1.5 litre engine; the RMB was an even larger car, and was replaced by the RMF, and these cars had the 2.5 litre engine; the RMC and RMD were open topped cars produced in limited numbers, intended largely for the all important export markets, with about 500 of each being made. These were nicely produced quality cars and considered quite sporting in their day, with the sort of appeal that many years later would be inherent in a BMW. Ironically, of course, BMW now own the rights to the Riley brand. It is an RME Saloon that was seen here. as well as an RMC. The RMC (Roadster) was an open 2-door, single bench seat, 2/3-seater version of the RMB, with a large rear deck area and fold-flat windscreen. Instead of side windows it was supplied with flexible celluloid-glazed side curtains with a hole for hand signals and, when deployed, flimsy synthetic roofing over a light metal frame. It shared that car’s 2.5 litre 100 hp engine, and could reach 100 mph. The car was primarily designed for the North American export market, and just over 500 were built from 1948 until 1951. The gear change lever was moved to the steering column on left-hand-drive models.

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ROLLS ROYCE

The Rolls-Royce 20/25 was built from 1929 through 1936 with 3,827 examples delivered. It would go on to become the company’s most popular design prior to the Second World War. It was initially built on a 128.7-inch chassis and later offered on a long chassis of 131.9 inches, introduced in 1931. Later examples of the Rolls-Royce 20/25 models featured a four-speed fully-synchronised gearbox and a centralised chassis lubrication system. Powering the 20/25 was a 3.7-litre inline, overhead-valve six-cylinder engine with a cast-iron block. It has a separate aluminium crankcase with a seven-main bearing crankshaft with vibration damper and a detachable cast-iron cylinder head. It was lubricated by a pressurised system that also fed the rocker shaft and timing gears. They had an engine-driven water pump with fan which cooled the engine, and a thermostatically-controlled system open and closed the radiator shutters as required. Ignition was by independent coil, a centrifugal-advance distributor, and a backup magneto. The engine was fed fuel via a single-jet carburettor. The estimated horsepower produced was 65, though the company never publicly advertised such numbers, only stating it was ‘adequate.’ Every engine was run by the company on a dynamometer in order to ensure reliability. The transmission with its single dry-plate clutch was bolted to the rear of the engine block. The floor shift was located to the right of the driver’s seat. The cars were given four-wheel, servo-assisted drum brakes and a full-floating type rear axle. Once the chassis was built and tested by the factory, it was sent to a coach-builder selected by the customer to receive coachwork. A body was either installed from inventory or constructed and finished to the buyer’s specific wishes

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Also here was a Corniche. This was a development of the Rolls-Royce Silver Shadow, with the two door variants of that model marketed as the “Silver Shadow Mulliner Park Ward two door fixed head coupé & drop head coupé” until March 1971 when the Corniche name was applied. The exterior design was by John Polwhele Blatchley. The model was assembled and finished in London at Mulliner Park Ward as continuation of the 1965 Silver Shadow coupe and 1966 drophead. A Bentley version was also sold, becoming known as the Continental in 1984. The Corniche, available as coupé or convertible, used the standard Rolls-Royce 6750 cc V8 engine with an aluminium-silicon alloy block and aluminium cylinder heads with cast iron wet cylinder liners. Twin SU carburettors were initially fitted, but were replaced with a single Solex 4A1 four-barrel carburetor introduced in 1977. A three-speed automatic transmission (a Turbo Hydramatic 350 sourced from General Motors) was standard. A four-wheel independent suspension with coil springs was augmented with a hydraulic self-levelling system (using the same system as did Citroën, but without pneumatic springs, and with the hydraulic components built under licence by Rolls-Royce), at first on all four, but later on the rear wheels only. Four wheel disc brakes were specified, with ventilated discs added for 1972. The car originally used a 119.75 in (3,042 mm) wheelbase. This was extended to 120 in (3,048 mm) in 1974 and 120.5 in (3,061 mm) in 1979. The Corniche received a mild restyling in the spring of 1977. Difference included rack-and-pinion steering, alloy and rubber bumpers, aluminium radiator, oil cooler and a bi-level air conditioning system was added. Later changes included a modified rear independent suspension in March 1979. In March 1981, after the Silver Spirit had gone on sale, the Coupé version of the Corniche and its Bentley sister were discontinued. For 1985 there were also cosmetic and interior changes. Corniche models received Bosch KE/K-Jetronic fuel injection in 1977. This engine, called the L410I, produced approximately 240 PS at just above 4,000 rpm for a top speed of 190 km/h (118 mph). The Bentley version was updated in July 1984 with a new name, the Continental, revised and colour-coded bumpers, rear view mirrors, a new dash and improvements to the seats. Production totalled 1090 Rolls-Royce Corniche Saloons, 3239 Rolls-Royce Corniche Convertibles, 69 Bentley Corniche Saloons and 77 Bentley Corniche Convertibles.

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ROVER

Earliest model here bearing Rover badging was a P4, sometimes known as the “Auntie” Rover. The P4 had a long production run, and thanks to its sturdy construction, survival rates are quite good, making them a popular classic these days. Like many manufacturers, when production resumed after the Second World War, Rover continued making the same cars as they had been producing before hostilities had broken out. The first new car that they announced 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 carburettors. 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.

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

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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.

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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.

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SAAB

Viewed by many as the last true Saabs, the 900 was a long running model, produced from 1978 until replacement by the GM-based model of the same name in 1993. Saab was a small company in comparison to most, and had limited funds to develop new models, but they continued to evolve the 900 throughout its life, with a four door saloon being added to the range in 1980, and enhancements to the engine made on an almost continuous basis. In the mid-1980s, the president of Saab-Scania of America, Robert J. Sinclair, suggested a convertible version to increase sales. The first prototype was built by ASC, American Sunroof Company, and Lynx Motors International Ltd also produced two “convertible” models. Meanwhile, Saab themselves were working on something. The Trollhättan design department, headed by Björn Envall, based its version on the 3-door hatchback while the Finnish plant used the sturdier 2-door version, which also looked better and was therefore selected for production. The new car was shown for the first time at the Frankfurt Motor Show in the autumn of 1983. The first prototype aroused enormous interest and in April 1984, Saab decided to put the car in production at Valmet Automotive in Finland. The production of the first 900 convertible started during the spring of 1986. The initial production was not planned to be large but the orders kept coming in and a classic was born, with the Cabrio becoming an important part of the 900 and later 9.3 range right through to the end of Saab production. Most of the Cabrio models featured a 16-valve turbocharged engine, and this engine was also popular in the other body styles, too.

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STANDARD

The Vanguard 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.

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SUBARU

This is a rather special version of the Impreza was it is a car driven by the late Colin McRae.

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TOYOTA

This is an example of the classic 40-series style Land Cruiser which was produced from 1960 right through to 1984, with minimal changes to the appearance, but plenty of detailed mechanical refinements. All models came with the same 2 door body style (the later and partially concurrent 70 style had 4 passenger doors), with a choice of fixed roof or open topped.

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The Yaris GR is a definite “car of the moment”, following its rave reception last autumn. Long waits are in store for those ordering the car at present, but clearly those who got in early have now received their cars and I am seeing more and more of them where enthusiasts are gathered. There were several here.

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The Yaris’ larger brother, the GR Supra, was also here.

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TRACTION ENGINE

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TRIUMPH

This distinctive looking car is based on a 1929 Super Seven which has been rebuilt and re-bodied to his own design by David Wood who is a metal worker. It was first seen around 5 years ago, and is certainly something you won’t forget!

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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.

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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.

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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.

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The TR’s smaller and cheaper brother was the Spitfire and there was an example of the long-lived Mark IV here. 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.

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

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

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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.

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TVR

The Chimaera was 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.

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

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VAUXHALL

Follow on to the Prince Henry was the 30/98. Constructed at the behest of car dealer and motor sport competitor Joseph Higginson, inventor of the Autovac fuel lifter, he won the Shelsley Walsh hill-climb motoring competition on 7 June 1913 in his new Vauxhall, setting a hill record in the process, having in previous weeks made fastest time of the day at Waddington Pike and Aston Clinton. The 30-98s used the Prince Henry chassis, they were distinguished by having more-or-less flat rather than V-shaped radiators. Laurence Pomeroy took the Prince Henry L-head side-valve engine, bored it out 3 mm, then cold-stretched the crankshaft throws 5 mm using a steam power hammer to lengthen the stroke. The camshaft was given a new chain drive at the front of the engine, high lift cams and new tappet clearances. The Prince Henry chassis was slightly modified and the whole given a narrow alloy four-seater body, a pair of alloy wings and no doors. Before war intervened only 13 30-98s were made and they were for selected drivers, the last in 1915 for Percy Kidner a joint managing director of Vauxhall. Actual production did not really begin until 1919. The 30-98 name is believed to have been coined because the car had an output of 30 bhp at 1,000 rpm and 98 bhp at 3,000 rpm but another explanation is that it had an RAC horsepower rating of 30 and a cylinder bore of 98 mm though perhaps the most likely of all is that there was then a popular but heavier slower Mercedes 38/90. However it was found, the name 30-98 looked and sounded so well. The 30/98 was not really a racing machines but a fast touring car. The exhaust made a tranquillising rumble, there was no howl, no shriek, no wail. But there was the quiet satisfaction, if stripped for action, the car could lap Brooklands at 100 mph. The makers guaranteed that. Some owners had to watch their car being given the test to be reassured. Production continued until 1927.

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Oldest of the post-war Vauxhall models on show was this Victor F Series Super. Vauxhall looked across the Atlantic for the styling inspiration for a new 4 cylinder car, effectively a replacement for the Wyvern, which they called Victor and launched in February 1957. The car was of unitary construction and featured a large glass area with a heavily curved windscreen and rear window. Following then current American styling trends, the windscreen pillars sloped backwards. In fact, the body style was derived directly from the classic 57 Chevrolet Bel Air, though this was not obvious unless the two cars were viewed side by side. Bench seats were fitted front and rear trimmed in Rayon and “Elastofab”, and two-colour interior trim was standard. The Super model had extra chrome trim, notably around the windows; remnants of the signature Vauxhall bonnet flutes ran along the front flanks and the exhaust pipe exited through the rear bumper. The car was equipped with arm rests on the doors, door-operated courtesy lights, a two-spoke steering wheel, and twin sun visors. Although the engine was of similar size to that of the outgoing Wyvern it was in critical respects new. Fitted with a single Zenith carburettor it had an output of 55 bhp at 4200 rpm and gained a reputation of giving a long trouble free life. This was also the year when Vauxhall standardised on “premium” grade petrol permitting an increase in the compression ratio from the Wyvern’s 6.8:1 to 7.8:1. Premium grade petrol had become available in the UK at the end of 1953, following an end to post-war fuel rationing, and at that time offered average octane level of 93, but in the ensuing four years this had crept up to 95 (RON). The Victor’s three-speed gearbox had synchromesh on all forward ratios and was operated by a column-mounted lever. In early 1958 Newtondrive two-pedal control was available as an option. Suspension was independent at the front by coil springs and with an anti-roll bar was fitted on a rubber mounted cross member. The rear suspension used a live axle and semi elliptic leaf springs. Steering was of the recirculating ball type. Lockheed hydraulic 8 in drum brakes were used. The Victor had a top speed of 74.4 mph and could accelerate from 0-60 mph in a heady 28.1 seconds, and on test averaged 31.0 mpg. An estate variant was launched in 1958. A Series II model was announced in 1959 with simplified styling, the model losing all its ’57 Chevy styling detail and the teardrop shaped Vauxhall flutes were replaced by a single chrome side-stripe running nose to tail. The sculpted “porthole” rear bumper tips, which rusted badly due to exhaust residue, were replaced by plain, straight ones. The old bumper ends continued to be used for many years on a variety of motor coaches and ice-cream vans. The new car was available in three versions with a De-Luxe as the top model featuring leather trim and separate front seats. Total production of the F-Series (later known as FA) Victor was more than 390,000 units, but a particularly bad propensity for rusting means that there are few survivors.

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

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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.

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VOLKSWAGEN

A popular classic now, this was a nice example of the first generation Golf GTi. The model was first seen at the Frankfurt Motor Show in 1975. The idea behind it was rather straightforward – take a basic-transportation economy car and give it a high-performance package, making it practical and sporty. It was one of the first small cars to adopt mechanical fuel injection, which meant that the 1588cc engine put out 110 bhp, a big increase on what was available in the regular Golf models, which, in conjunction with a light weight of just 810 kg, gave it a top speed of aorund 100 mph and a 0 – 60 time of 9 seconds, impressive figures in their day. Volkswagen initially built the GTI only for the home market of West Germany, but launched it onto the British market in 1977 in left-hand drive form, with a right-hand drive version finally becoming available in 1979 as demand and competition increased. Many regard the Golf GTI Mk1 as the first “hot hatch” on the market, it was in fact preceded by the Autobianchi A112 Abarth in 1971, although it would prove to be far more popular than the earlier car in the UK market since the A112 Abarth was never available in RHD. It also competed with a number of quick small saloons including the Ford Escort RS2000. When the Escort switched to front-wheel drive and a hatchback for the third generation model in 1980, Ford launched a quick XR3 model which was comparable to the Golf GTI in design and performance. The Golf GTI was among the first “hot hatch” with mass market appeal, and many other manufacturers since have created special sports models of their regular volume-selling small hatchbacks. Within a few years of its launch, it faced competitors including the Fiat Ritmo, Ford Escort XR3/XR3i, Renault 5 GT Turbo and Vauxhall Astra/Opel Kadett GTE. A five speed gearbox became available in 1981 and in 1982, the engine was enlarged to 1780cc, which increased the available power a little. The car proved popular in the UK from the outset, with over 1500 being sold in 1979. Although the subsequent recession saw new car sales fall considerably during 1980 and 1981, sales of the Golf GTI reached nearly 5,000 in 1981. This also came in spite of the arrival of a popular new British-built competitor – the Ford Escort XR3. By 1983, the GTI accounted for more than 25% of total Golf sales (some 7,000 cars).

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First produced in 1979, this Karmann built conversion of the regular Golf hatch is generally credited with resurrecting public interest in open-topped versions of family cars again. It would go, albeit updated, based on the Mark 1 model until the mid 90s when a Mark 3 based model appeared.

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VW 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.

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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 colour 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

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VOLVO

Popular in its day. but certainly rare now was this Volvo 343, a model introduced in 1976. DAF had already begun development of this car as a replacement for the Volvo (previously DAF) 66. It was fitted with a 1.4 litre Renault engine in the front and DAF’s radical Variomatic continuously variable transmission unusually mounted in the rear, helping weight distribution. To add to the appeal of the car and boost its sales, Volvo adapted the M45 manual transmission from the 200 series to fit in place of the CVT, and was sold alongside the CVT models from 1979. The CVT continued to be offered but sold in ever more marginal numbers; down to 200 per year in Sweden in the late 1980s. A five-door model, the 345, was added in August 1979. The extra doors added 30 kg (66 lb); other modifications included better brakes, a slightly larger track due to wider rims, and interval wipers. During 1980 larger wrap around bumpers were introduced. In 1981 another engine option was added to the range, the Volvo designed B19, only available with the manual transmission. A revised bonnet, grille and front lamp arrangement and slightly different wings signalled a facelift in summer 1981, which also gave the car a new dashboard and revised interior. From having been mostly a DAF design, the dashboard gradually became more aligned with the design of other Volvos over the years. The overall length crept up to 4,300 mm (169 in). The third digit designating the number of doors was dropped from model designations in 1983. The more powerful 360 arrived that year with two 2.0 litre engine choices, the 95 PS B19A and the 115 PS B19E, also from Volvo. These were four-cylinders and not sixes as implied by the name; it was used to “give the new model a stronger profile in the Volvo range.” This 2-litre 360 model was available in five-door and three-door hatchback form, with four-door saloon models added in 1984. Trim levels were GL, GLE, or GLT, depending on output and specifications. In 1985, the 300 Series received a major facelift. Amongst other small changes, (optionally body coloured) wrap-around bumpers with the indicator repeaters attached to them were fitted. The taillights were also redesigned. Instrumentation changed from Smiths units to VDO. The older Volvo redblock engines in the 360 were upgraded to the low friction B200 unit. Capacities and outputs remained much the same. The carburettor version was designated B200K and the Bosch LE-Jet fuel injected version is known as the B200E. From 1987 on, incremental improvements in features and emissions control were made. The newly designed power steering from the new Volvo 480 became available as an option for the 1988 model year, while rust protection was improved with increased use of galvanized steel. Production of the 360 came to an end in 1990, while the 340 was discontinued in 1991, despite the fact it had supposedly been replaced by the Volvo 440 in 1987. The last ever car of the Volvo 300 series (a white Volvo 340) rolled off the production line on 13 March 1991, three years after the launch of the 400-series. Sales began at a low level, not helped by the absence of a manual transmission option, but gradually increased as the lineup expanded. 300-series cumulative production broke the 100,000 barrier on 12 December 1983, with the total reaching 102,000 before the end of the year. The 100,000th car, finished in white, was donated to the Dutch Red Cross. 66,207 360 sedans were built in total, along with 79,964 340 sedans, for a total of 146,171 four-door sedans in the 300-series.

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The Volvo 200 series replaced the 140 and 160 series and was produced by Volvo Cars from 1974 to 1993, with more than 2.8 million units sold worldwide. Like the Volvo 140, it was designed by Jan Wilsgaard. It overlapped production of the Volvo 700 series introduced in 1982. As the 240 remained popular, only the 260 was displaced by the 700 series — which Volvo marketed alongside the 240 for another decade. The 700 series was replaced a year before the 240 was discontinued. Production of the 240 ended on 14 May 1993 after nearly 20 years. The Volvo 240 and 260 series were introduced in the autumn of 1974, and was initially available as six variations of the 240 Series (242L, 242DL, 242GT, 244DL, 244GL, 245L and 245DL) and two variations of the 260 Series (264DL and 264GL). The 240 Series was available in sedan (with two or four doors) or station wagon, however the 260 Series was available as a coupé (262C Bertone), four-door sedan, or station wagon. The 200 looked much like the earlier 140 and 164 Series, for they shared the same body shell and were largely the same from the cowl rearward. However, the 200 incorporated many of the features and design elements tried in the Volvo VESC ESV in 1972, which was a prototype experiment in car safety. The overall safety of the driver and passengers in the event of a crash was greatly improved with very large front and rear end crumple zones. Another main change was to the engines, which were now of an overhead-cam design. The 260 series also received a V6 engine in lieu of the 164’s inline-six. The 200 Series had MacPherson strut type front suspension, which increased room around the engine bay, while the rear suspension was a modified version of that fitted to the 140 Series. The steering was greatly improved with the installation of rack-and-pinion steering, with power steering fitted as standard to the 244GL, 264DL and 264GL, and there were some modifications made to the braking system. The front end of the car was also completely restyled – that being the most obvious change which made the 200 Series distinguishable from the earlier 140 and 160 Series. Other than all the changes mentioned above, the 200 Series was almost identical to the 140 and 160 Series from the bulkhead to the very rear end. In 1978, a facelift meant a redesigned rear end for sedans, with wraparound taillights and a trunk opening with a lower lip. The dashboard was derived from the safety fascia introduced for the 1973 140-series – but was changed again for the 1981 model year with the instrument pod made considerably larger and the radio repositioned near the top of the dashboard. All models were available with a choice of four-speed manual or a three-speed automatic transmission. Overdrive was also optional on the manual 244GL, while a five-speed manual gearbox was optional on the 264GL and 265GL. In the autumn of 1975 (for the 1976 model year in America), the 265 DL estate became available alongside the existing range, and this was the first production Volvo estate to be powered by a six-cylinder engine. The choice of gearbox was also greatly improved, with overdrive now available as an option in all manual models except the base-model 242L and 245L. As before, the 3-speed automatic was optional in every model. The B21A engine gained three horsepower; a new steering wheel and gearknob were also introduced. At the 1976 Paris Motor Show Bertone first showed the stretched 264 TE, a seven-seater limousine on a 3,430 mm (135 in) wheelbase, although it had entered production earlier. The raw bodies were sent from Sweden to Grugliasco for lengthening, reinforcing, and finishing. Carl XVI Gustav of Sweden used one, as did much of East Germany’s political leadership. For 1977 the B19A engine with 90 PS replaced the old B20A in most markets, although it soldiered on for another two years in some places. This is also when the sportier 242 GT arrived. In 1978 the grille was altered, now with a chrome surround. Rear view mirrors were now black, while the front seats were changed as were the emblems, while interval wipers were introduced. 1978s were also the first 240s to receive new paint, unlike the earlier model years which rusted very badly. 1979 brought a full facelift front and rear. The GLE was added while the L was cancelled, and the six-cylinder diesel arrived late in the year. For 1980, the sporty GLT arrived, replacing the GT. For 1981 there was yet another new grille, while the station wagons received new, wraparound taillights. The B21A gained some four horsepower, now 106 PS, while the carburetted B23A with 112 PS was introduced in some markets. The Turbo arrived, while six-cylinder models now had a more powerful 2.8-litre engine. Incremental improvements were made almost every year of the production run. One of the major improvements was the introduction of the oxygen sensor in North America in late 1976, which Volvo called Lambda Sond and developed in conjunction with Bosch. It added a feedback loop to the K-Jetronic fuel injection system already in use, which allowed fine-tuning of the air and fuel mixture and therefore produced superior emissions, driveability and fuel economy. For the 1983 model year, Volvo dropped the DL and GLE labels, selling the cars simply as 240s. Buyers protested and the grades returned for 1984. A new manual gearbox also arrived for 1984, while a four-speed automatic option was available in the GL. GLT and Turbo versions received a taller grille. About one-third of all 240s sold were estate models, which featured very large cargo space of 41 cubic feet. They could be outfitted with a rear-facing foldable jumpseat in the passenger area, making them a seven-passenger vehicle. The last 200 produced was a blue station wagon built to the Italian specification and named the “Polar Italia”, currently displayed at the Volvo World Museum.

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WOLSELEY

The Wolseley version of the ADO16, initially as an 1100 was introduced to replace the 1500 model in September 1965. It came as a four-door saloon and was co-launched with the Riley Kestrel. Both were mechanically similar to the MG 1100. The Wolseley had a strip speedometer in a wooden fascia as per the MG, while the Riley Kestrel had three round dials including a rev counter in a wooden fascia. Both were offered with leather seats as standard. They were fitted with the 1300 engine from the autumn of 1967, and in June 1968, this gained twin carburettors for more power. A revised interior was fitted from the autumn of that year, and the Wolseley version then continued with few changes til the summer of 1973. There was no direct replacement.

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WORKSHOPS

Most of the significant numbers of restoration and other businesses on site open their premises for the day, allowing visitors to have a look inside and see how they work and some of the cars which they are working on.

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MOBILE CINEMA

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It may have been a long time coming, with five reschedules, but it really was worth the wait. Despite the limited number of attendees, it really did not feel that way, with so much to see and with cars arriving constantly all morning, there seemed always to a new line of cars wherever I had been earlier in the day. The glorious weather added further to the enjoyment, making me so glad that I had secure a ticket not just for this event but also the one on the following day. That will be presented in a separate report.

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