Of all the events that take place during a year, the Silverstone Classic is unquestionably one of my absolute favourites. When the dates are confirmed, I etch into the coming year’s schedule, and nothing has yet managed to usurp it. I first discovered the event in 2007, by which time it was a well established fixture in the events calendar, having a history of its own going back to 1990. From what I gather were quite tentative beginnings, it quickly grew in size and prominence so it can justifiably claim to be the world’s largest historic motor racing festival. Held over three days, a couple of weekends after the British Grand Prix weekend this is now a vast event, requiring a lot of planning and set-up. Every year the event attracts a crowd of over 100,000 fans, not all of whom are UK residents, who help to fill the 760 acre site over the three days of the event. The racing is at the core of the event, with the 2019 schedule of 21 races featuring more than 1000 cars, but taking advantage of the 760 acres of space available, this is also a popular event for Car Clubs, who between them bring in excess of 10,000 cars for display, and other attractions include a sizeable trade area, a Silverstone Auction, live bands on the Friday and Saturday evening, an array of fairground attractions and other entertainments for the younger attendee, along with plenty of outlets for food and drink, something which has improved markedly over the years. I quickly realised that it is quite impossible to see everything in a single day, so got into the habit of booking a weekend ticket. But even with two full days, you still can’t see everything. With a full program of action on the track, you could spend the entire day watching the racing, and equally you could spend the entire weekend looking at the Club Cars. What I discovered long ago is that whilst the Saturday is typically the busiest for the Car Clubs, if you don’t go and have another look on the Sunday, you will miss quite a lot that was not present on the Saturday. And of course the racing is different on each day, too. In 2017 I decided to schedule the first day of the event, the Friday, and found that this is almost as busy as the event is over the weekend. It certainly did help me to feel that I had missed less, so when it came to booking tickets for the 2018 event, I did not hesitate to opt for the 3 day ticket again, and I did exactly the same thing for 2019. Thanks to the size of the site, it is quite a tough three days, and I always walks mile every day, but with so much to see, it would be a shame not to. Here is what I found at the 2019 event, represented in just over 1800 photos.

CAR CLUB DISPLAYS

A record number of 140 different Car Clubs had booked a space for the 2019 event, bringing more than 10,000 cars with them over the three days. Although many of the Clubs present here do attend year after year, there is always plenty that is worth seeing, even if some of the cars are ones which I recognise from a previous visit. Among them are always a number of rarities, cars which you rarely see elsewhere and in the case of some of the larger Clubs, you will see numbers of some models that you would only ever otherwise come across in such quantities at a one-make Club event. There are more cars on show on the Saturday than the Sunday, which is relatively unusual as at most events the opposite applies, but with the majority of cars leaving the site and returning, even when the same cars reappear on the Sunday the way they are parked is often different. The organisers do a great job at moving the Clubs around the site year-on-year, so although a couple of them occupy the same place, most will have a fresh look to their display compared to previous years. Some of this is influenced by the need for those Clubs lucky enough to be participating in the various Track Parades that take place during the Festival to have easy access to an assembly point. In total, more than 40 special track parades were squeezed into breaks between the packed programme of retro races. Among those Clubs celebrating a significant anniversary and with a Parade Lap were the Bentley Centenary, 60 years of the Mini, 50 years of the Ford Capri, 30 years of the Mazda MX-5, 60 years of the Austin Healey 3000, 30 years for the BMW Z1, 50 for the De Tomaso Pantera, 30 for the Fiat Coupe, 20 for the Honda S2000, 30 even for the Middlebridge Scimitar and 50 years for the Triumph TR6, as well as 70 years of Abarth.

ABARTH

With 2019 marking the 70th anniversary of the Abarth brand, I was optimistic that we would get a Parade Lap, and indeed news came through in April that we were on the list to be one of the Clubs who would take to the track during the three days, though, at that point there was no indication as to on which of the three days it would be. I was somewhat fearful that it would end up being a different day from the one selected by the majority of owners to attend, but my apprehensions proved thankfully misplaced, as we were one of the Clubs chosen for the Saturday. Further interest came from the fact that Abarth UK were finally able to clear all the hurdles required to attend (though it was only a matter of weeks before the event before their presence was confirmed), and then to crown it all, Abarth from Turin decided – at the very last minute – that they wanted to attend. So I knew I was in for a busy weekend! Pleasingly, Abarth bookings were up significantly in previous years, though we did have the usual problem that the space allotted to us was nothing like big enough for the Saturday, and I had to go and ask Nick Wright of the Alfa Romeo Owners Club if there was any way we could use some of the area allotted to him. Fortunately, he had more than enough room and was able to help out.

The vast majority of cars here were the 500-based models which have been on sale now since the end of 2008, following a launch at the Paris Show that year. Since that time there have been a number of detailed changes to the standard cars and a lot of limited editions. Those who really know the marque can spot most of them, but some are so subtle that unless there is a badge you can see, you will not ne quite sure which version you are looking at. It used to be relatively easy, when the model was first launched, as there was only one version as shipped ex works called the 500. It had a 135 bhp 1.4 litre turbo-charged engine coupled to a five speed manual gearbox, with 16″ alloys as standard, and the option of 17″ wheels, and a colour palette comprising of two whites (BossaNova White, the standard colour, or the pearlescent Funk White), Red (Pasadoble), Pale Grey (Campovolo) or Black. If you wanted more power – 160 bhp – then you could order an Esseesse kit, which came in a large wooden crate, containing new wheels, springs, an ECU upgrade, the Monza exhaust system and badging. It was dealer fitted and could be applied at any time within the first 12 months or 10,000 miles from registration. Needless to say, it proved popular. As were many of the optional extras, with stickers for the sides, a large scorpion for the bonnet and even a chequered pattern for the roof among the personalisation options offered. Several of the original style of cars were here.

Whilst a sliding glass sunroof (Skydome in Fiat/Abarth parlance) was an option from inception, fans of open air motoring had to wait until Geneva 2010 for the launch of the 500C models, with a roll-back roof which provided the best of open-topped motoring and yet still with the rigidity of the regular body style.

For the first few months these cars only came with the robotised manual gearbox, which limited the appeal in the eyes of some, but they also introduced us to the “bi-colore”, a series of two tone cars, with upper and lower halves of the body painted in different colours. It took us a while to get used to this, as no other production road cars had been painted like this for some time, but now this is seen as yet another of those marque defining attributes, and (perhaps with the exception of the rarely seen Rally Beige and Officina Red combination that would come for 2014) in the eyes of many this distinctive look enhances the appeal of the cars still further.

Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust.

Some new colours were introduced, and very soon one of those, Record Grey, frequently combined with a tan interior became one of the most popular choices. There were several examples of this popular colour here and there is no denying that this combination suits the Abarth shape very well.

Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.

A new colour was announced with the new Competizione cars, called Podium Blue, but it was not going to be immediately available, and there were no accurate representations of exactly what shade it would be. Rumours circulated on Abarth forums and Facebook Groups all summer, with lots of guessing and no real facts, although we had been assured that it was not the same as the Abu Dhabi Blue that had featured on a very small number of 695 Tributo Ferrari models in 2011. It was October 2016 when the first cars reached the UK and those who had taken the gamble could see for themselves whether they had got it right. Common consent is this is a stunning colour. A rich blue, it changes shade in different lights. I think it looks fantastic. It has proved very popular and remains on offer to this day.

What is known as the Series 4 version of the familiar 595 reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July. Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars. These cars have now been on offer for three years and with Abarth sales on the rise, it was no surprise that they were particularly well represented here.

One of the most popular of the limited edition cars has been the 695 XSR, and a number of these were here. Created in recognition of the fact that for the third year running, in 2017 Abarth was to be Official Sponsor and Official Car Supplier of the Yamaha Factory Racing Team, competing in the 2017 FIM MotoGP World Championship. In the wake of the Abarth 595 Yamaha Factory Racing and the 695 biposto Yamaha Factory Racing Edition, the 695 XSR Yamaha Limited Edition special series is available exclusively with a Pista Grey livery: only 695 sedans and 695 convertibles will be made. The new car was created to celebrate the Yamaha XSR900 Abarth, which is the first exclusive motorcycle to spring from the collaboration between the two brands and which sports the same grey livery with red trim as the 695 XSR, as well as sharing many of its features. The special series makes extensive use of carbon fibre to demonstrate its affinity with the front fairing, front mudguard and saddle cover of the two-wheel Yamaha. The Abarth 695 XSR and the Yamaha XSR900 Abarth also share Akrapovič ultralight exhaust developed in the racing world to boost the personality, sound and performance of both vehicles. On the Abarth car, the carbon fibre tailpipes enhance the looks and technology of the exhaust system. The XSR logo on the tailgate distinguishes the Abarth 695 XSR, while an aluminium badge identifies the sequential number of 695 units for each body type. Other carbon fibre details, in addition to the mirror caps and Akrapovič tailpipes, are available as optional equipment, such as dashboard fascia, pedal covers, gear knob and kick plate. The car uses the 1.4 T-Jet engine delivering 165 bhp. Equipment on this special series includes Koni rear suspension and Eibach springs, 17” Supersport alloy rims with Matt Black finish, Satin Chrome accents on handles and badge supports, red details on bumpers and mirrors, red brake callipers and a braking system with perforated discs. This version can be customised even further using the tuning kit to increase the power to 180 HP, improve handling by fitting a Koni front suspension with FSD (Frequency Selective Damping) valve and make braking even prompter with 305x28mm perforated and self-ventilating Brembo floating front discs with high-performance Ferodo HP 1000/1 front brake pads. It also features the new UconnectTM 7″ HD LIVE system integrated with Apple CarPlay allows iPhone users to access contents such as Apple Maps, Messages, telephone calls, Apple Music, also with Siri voice assistance.

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

A top of the range 595 Esseesse model was added in early 2019. These cars have only sold in quite small numbers, so you don’t see them that often, but there were some here, including Tristan Fudge’s example, which is black. This makes it unusual as the majority of these cars seem to be Campovolo Grey, and indeed there was a grey one here as well. The most obvious change externally is the adoption of the neat white painted 17inch multi-spoke alloy wheels that are an Esseesse trademark, while elsewhere it gets the same recently reprofiled bumpers as the standard 595. Inside, there’s a pair of bespoke figure-hugging Sabelt high-backed seats with a carbonfibre shell and some natty red stitching, while carbonfibre trim also covers the pedals and the dashboard. Under the bonnet is the familiar 178bhp turbocharged 1.4-litre engine, but here it breathes in through a BMC filter and exhales from a switchable carbonfibre-tipped Akrapovič twin exit exhaust. There’s no more power than the old Competizione, but the Esseesse gets that model’s Brembo callipers for its 305mm front discs, plus a limited-slip differential. The suspension is largely carried over, including Koni’s frequency selective dampers. All this comes at a price though, and so this has remained a relatively rare sighting compared to the Competizione which many still feel offers rather better value for money.

Many owners have personalised their cars, and there is a wealth of information available across the country on what to modify and how. Some fairly spectacular increases in power have achieved successfully (and some not quite so successfully), and many more people have changed the visual aspects of their cars, with everything from a full wrap, to additional stickers, bonnet vents and additional spoilers and diffusers. The results are a series of unique cars many of which are well known across the community. One of the most distinctive is the car belonging to Ben Au, which he has christened the 500 GTO, as it takes some styling and detailing inspiration from the Ferrari 599 GTO of recent times.

The Punto Evo was launched at the 2010 Geneva Show, with the cars reaching UK buyers in the summer of that year, and it incorporated many of the changes which had been seen a few months earlier on the associated Fiat models, the visual alterations being the most obvious, with the car taking on the nose of the associated Fiat, but adapted to make it distinctively Abarth, new rear lights and new badging. There was more to it than this, though, as under the bonnet, the T-Jet unit was swapped for the 1.4 litre Multi-Air, coupled to a 6 speed gearbox, which meant that the car now had 165 bhp at its disposal. Eventually, Abarth offered an Esseesse kit for these cars, though these are exceedingly rare. Part of the Punto Evo family is the SuperSport, usually identified by the distinctive black bonnet, though not all cars feature it. Just 199 of the SuperSport versions were built, of which around 120 are registered on UK roads. These cars had many of the options from the Punto Evo included as standard. Power came from the the 1.4-litre MultiAir turbo engine, tuned to produce 178bhp and 199lb ft of torque, up from 165 of the standard Punto Evo, giving the SuperSport a 0-62 time of 7.5 seconds and a top speed of over 132mph. To help put the power down, the SuperSport was fitted with wider 18″ wheels and optional Koni FSD dampers. Standard equipment included the Blue&Me infotainment system with steering wheel controls, automatic climate control and a popular option was the ‘Abarth Corsa by Sabelt’ sports leather seats. The SuperSport was available in the same colours as the regular Punto Evo, which means white, grey, black and red.

Completing the different models from the modern Abarth catalogue were a number of examples of the 124 Spider. 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. 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. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved 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. Production ceased in 2019 and around 1800 examples came to the UK, so this will always be a rare car. You might not have though so on the evidence of this event, though. As well as plenty of the standard car, there were a number of examples of the GT.

The Abarth UK stand backed onto ours. All owners were able to enter their hospitality area which had a seemingly endless supply of coffee and ice creams, the former of which was rather more welcome given the unseasonably cold weather during the weekend. Large display areas were used to showcase some of the history of Abarth, and this was also an excellent backdrop for the filming of a number of short videos with a variety of owners – who I had carefully chosen – which kept us busy during the Saturday morning. Large crowds of owners appeared to watch the proceedings! Tiff Needell stopped by, and he too filmed a short piece.

There was one car inside the covered display area, a classic 595SS. In 1963 Karl Abarth, technological and innovative by nature, decided that he wished to increase the performance of the Nuova ‘500’ still more by increasing its capacity from 499.5 cc to 595 cc and obtaining a power output of 27 bhp. Extensive changes to the engine and changes to the fuel system, i.e. replacing the Weber carburettor by a Solex C28 PBJ, powered the Fiat 500 Abarth to a top speed of over 120 km/h. The pocket Abarth sports car was immediately recognisable by the Abarth grille on the front end accompanied by a distinctive metal model signature and the Abarth badge on the side panels with the wording Campione del Mondo [world champion]. Some months after the market launch of the ‘595’, the Marche racing factory launched a ‘conversion kit’ containing all the parts necessary to turn a Fiat Nuova 500 into a Abarth 595 in terms of its engineering and outward appearance: pistons, camshafts, cylinder head gaskets, exhaust, oil sump, chrome grille with side friezes, enamel badge and chrome wording. This venture was evidence of Karl Abarth’s willingness to use his mechanical genius to help aspiring young drivers by satisfying their demand for lively performance even from cars that are used every day and not only for racing. For the Marche racing workshop, 1964 began with the launch of the Fiat Abarth ‘595 SS’, a version of the ‘595’ with additional tuning and more power. This baby racing car could develop 32 CV of power and a top speed of more than 130 km/h; it created a sensation in the world of motor sports. It differed from the previous model due to the black rubber clips on the bonnet lid, the code SS on the bonnet and boot lids and the wording ‘esse esse’ on the dashboard. These aesthetic touches further enhanced the sporting nature of the small car. And as was now customary for Abarth, the launch of the car was accompanied by a conversion kit that allowed Fiat 500 owners to convert their care into a ‘595’ SS and find themselves at the wheel of an authentic Abarth branded sports car. The last ‘595’ model was the ‘595 SS Competizione’ version: wide track, wide-based wheels, wheel arch with more protruding red strips, with a power of 34 bhp and top speed of 130 km/h. Karl Abarth had created a new car for new victories. The roll of honour of this Abarth-branded mini included a long series of triumphs, from its debut on the Monza racing track in 1964 with Franco Patria at the wheel to its victory in the 600 Category Italian Touring Trophy with Leonardo Durst at the wheel at the end of the same year. 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.

Outside there were a number of current models, available for everyone to inspect. A couple of these were 595 models with the special 70th Anniversary badging and other features that have been added to all cars just for the 2019 model year.

This 124 “Rally”, or more officially the Abarth 124 Retro Rally 70th Anniversary belongs to Abarth UK and has been created as a homage to the original Abarth 124 Spider Rally of the early 1970s. On this occasion it had been loaned out to Bradley Lawrence, a videographer who works for a number of car-related sites. He confirmed that he had very much enjoyed the loan and it was going to be hard to return it to Slough at the end of his week with the car. Although the car features a hardtop, it is not in fact one of the 124GT cars, but rather a standard 124 Spider with the carbon fibre roof added, an option which would usually cost a not insignificant £4356 and in this case all bar the removable hardtop’s bolts have been painted yellow or red. Removing this extremely light – it weighs just 16kg – roof is not particularly easy, as you need to undo five retaining screws, but it is light enough that one person can the lift it off. The livery has been chosen to remind of the rally cars of the early 1970s which is why it bears decals saying “Fiat” and “Olio Fiat” as the 1970s cars did in period, and the Heritage Pack, which includes a black bonnet and boot lid is not fitted as the rally cars in period generally had red main bodywork with yellow lower bodywork and roof surrounds. The white wheels are regular Sport wheels, rather than the 124 GT’s OZ Ultra-Light alloys. The 70 decals on the doors clearly are there as a reminder of Abarth’s70th anniversary this year. It is a one-off, though I guess you could create your own if you really wanted to do so.

Seen by most as the ultimate model, there was the 695 Biposto. First shown at the 2014 Geneva Show, this 2 seater (that’s what Biposto means in Italian) is nothing other than a road legal version of the 695 Assetto Corse Racing car, a vehicle which has its own race series in Europe. Although the car is road legal, it was envisaged that the majority of people who buy one of these cars will use it on the track and quite frequently. So it was conceived accordingly. That means upgrades to all the important bits – engine, brakes, suspension, gearbox – and some fairly drastic measures to save weight which resulted in a car which generates 190 bhp and 199 lb/ft or 250 Nm of torque with a kerb weight of just 997kg. That’s enough to give a 0 – 60 time that is under 6 seconds, and a top speed of 143 mph. Those are supercar figures produced by a city car. There’s more to it than that, though, as the changes that go to make a Biposto are extensive, and they have been well thought through, so this is a long-way from being a hastily conceived or tuned up special. Ignoring the limited edition cars which arrived during 2015, the “regular” Biposto is only offered in Matt Performance Grey paint, and the car is visually distinctive, with a new front bumper, rear diffuser, wider arches, new skirts and bigger roof spoiler. Although the engine is still the same 1.4 T-jet that features in the lesser 500 and 595 cars, it has been reworked here, with a new Garrett turbocharger, larger intercooler, altered fuel rail and an Akrapovic exhaust system. Buyers can choose between the standard five speed gearbox or an optional race-bred dog-ring unit mated to a mechanical limited slip diff. The standard car’s MacPherson strut and torsion beam suspension has been reworked, too, with altered springs, wider tracks adjustable ride height and dampers with more resilient bushings, using Extreme Shox technology shock absorbers. The brakes are upgraded in line with the extra power, featuring 305mm Brembo discs and four pot calipers up front and 240mm discs with single pot calipers at the rear. The wheels are lightened 18″ OZ and attached via a titanium hub, shod with bespoke 215/35 Goodyear tyres. In the interest of weight saving, a number of standard trim items are removed, including the regular door trims, air conditioning, the rear seats and some of the sound deadening material. Even the standard air vents have been changed so they are covered by a simple mesh. In their place is plenty of polished carbon fibre, a titanium strut brace, racing seats and harness, as well as special trim features such as new pedals, tread plates and a race inspired digital display on the dash where the radio usually sits.

As well as the static displays, Abarth had brought along a whole load more cars, and there were two different opportunities to get behind the wheel of these. A short and tight “circuit” had been created near the hospitality unit for people to engage in some tight cornering, testing themselves against the clock and there was also the chance to take the cars out on proper roads for a 30 minute “Drive Live” experience. Needless to say, this proved popular among current owners as well as prospective ones.

I knew from experience that getting ready for the Parade Lap starts a long time before you are scheduled to go on track. As our time was early evening this did at least allow me to spend a part of the Saturday looking around the rest of the event, but by 4pm I was back at the Abarth area, making sure everyone had signed the appropriate paper work and asking a few other owners if they could accommodate non-Abarth owning friends as passengers. We were then asked to drive over to an assembly point where other Clubs would also sit and wait. And wait……….. and wait. Eventually, and more or less bang on schedule, the racing stopped, and the Course Cars moved out and a great long line of Parades started. Tempo is far brisker here than it is at some circuits, but with only one lap on offer, we were soon back filing off the circuit, the exhilaration over. But the memories live on, and everyone still talks of this as a highlight of their year!

AC

Genuine AC Cobra are rare beasts, as not that many were produced, but for the last as long as anyone can remember, there have 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. These are largely what featured on this stand, with a number of continuation and recreation cars.

Rather rare than these was the much more recent Ace Brooklands. The AC Brooklands Ace is a roadster built by the British automotive company AC Cars. Launched in 1993 following two previous concept cars of 1986 and 1991, the Brooklands Ace underwent small scale production until 1997 when it received a facelift and reengineering under AC’s new owners and was relaunched. The Brooklands Ace did not prove popular, and production ceased in 2000 after a total production run of approximately 58. The Brooklands Ace traces its history back to the 1986 concept car called the Ace of Spades that featured a high proportion of Ford parts including the 2.9 V6 engine and four-wheel drive system. The car underwent significant development before reappearing in 1991 with a new design by IAD, a stainless steel chassis and a Ford 3.0 V6 engine. The second prototype was a standard two-seater, dropping the 2+2 design of the Ace of Spades. In 1993 the production model was launched, with a new specification and went into small scale production for two years before AC Cars folded in 1996. The production model is powered by a 5.0 L V8 engine from Ford and is shared with the AC Cobra, producing 225 bhp. The final version included an electric hood mechanism but the pop-up headlights from the earlier prototype had been abandoned, but the aluminium body was kept. Production ended with 46 of the original versions made between 1993 and 1996, by which time AC Cars had gone into receivership. Under new ownership in 1996, the Brooklands Ace underwent a significant redesign and re-engineering, with a relaunch at the 1997 London Motor Show as the Ace V8, dropping the Brooklands name. Sales started in 1998, but despite the changes, production reached only 12 units before ending in 2000. The external changes included a significant re-design to the bumpers, grille, lights (now rectangular instead of round), and a new bonnet. As well as production of some elements outsourced to South Africa, final assembly was undertaken in Coventry. A change of some manufacturing techniques to reduce cost and weight was also included in the refreshed design. The second generation Ace weighs 1,453 kg (3,203 lb), sits on a wheelbase of 2,472 mm (97.3 in) and an overall length of 4,420 mm (174.0 in). The engine range was increased with two 5.0 L V8 options, in 240 bhp and 320 bhp V8 supercharged variations; a 4.6 litre 320 bhp V8 32-valve fuel injected quad cam engine, and a Lotus 3.5 V8 producing 251 bhp. The 1999 London Motor Show car was originally fitted with the Lotus engine, but as it was never operational a 4.6-litre Cobra engine was later installed. A four-seater version called the AC Aceca, reviving an old AC model name, was also launched with the 4.6 L V8 engine. The 5.0 V8 achieved a top speed of 135 mph (217.3 km/h) and could accelerate from 0 to 60 in 6.9 seconds. The supercharged 5.0 could reach 155 mph (249.4 km/h) and accelerate to 60 mph in 5.5 seconds.

ALFA ROMEO

The 2600, or 106 Series, were an evolution of the model first seen in 1958 as a replacement for the 1900, and called the 2000 and known internally as the 102 Series. This was the time when Alfa was still in transition from being a maker of exclusive coachbuilt and racing cars to one that offered volume production models. The 102 Series were never likely to be big sellers, in a world that was still recovering economically from the ravages of the Second World War, but the range was an important flagship, nonetheless. The 2000 models ran for 4 years, from 1958 to 1962, at which point they were updated, taking on the name of 106 Series, with minor styling changes being accompanied by a larger 2600cc engine under the bonnet. As with the 2000 models, the new 2600 cars were sold in Berlina (Saloon), Sprint (Coupe) and Spider (Convertible) versions, along with a dramatically styled SZ Coupe from Italian styling house Zagato and a rebodied Berlina from OSI, all of them with an inline twin overhead cam six cylinder engine of 2.6 litres, the last Alfas to offer this configuration. Just 6999 of the Sprint models were made and 2255 Spiders, very few of which were sold new in the UK where they were exceedingly expensive thanks to the dreaded Import Duty which made them much more costly than an E Type. Many of the parts were unique to these cars, so owning one now is far harder than the more plentiful 4 cylinder Alfas of the era. Whilst the rather square styling of the Berlina, which won it relatively few friends when new and not a lot more in recent times means that there are few of these versions to be seen, the Sprint and Spider models do appear from time to time, and market interest in the cars is now starting to accelerate, with values rise accordingly. Seen here was the regular Coupe 2600 Sprint

The 105 Series Coupe was well represented, as you might expect. There’s a complex history to this much-loved classic. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superceded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake. Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968. By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. The North American market cars had fuel injection, but everyone else retained carburettors. Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

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

The Series 3 Spider was previewed in North America for the 1982 model year with the introduction of 2.0 litre Bosch electronic fuel injection to replace the SPICA mechanical injection. The Spider underwent a major styling revamp in 1983, which saw the introduction of black rubber front and rear bumpers. The front bumper incorporated the grille and a small soft rubber spoiler was added to the trunk lid. The change altered the exterior appearance of the car considerably and was not universally praised by enthusiasts. Various other minor mechanical and aesthetic modifications were also made, and the 1600 car (never available in North America) dropped the “Junior” name. The Quadrifoglio Verde (Green Cloverleaf) model was introduced in 1986, with many aesthetic tweaks, including sideskirts, mirrors, new front and rear spoilers, hard rubber boot mounted spoilers with integral 3rd stoplight, unique 15″ alloys and optional removable hardtop. Different interior trim included blood red carpets and grey leather seats with red stitching. The QV was offered in only 3 colours: red, silver and black. It was otherwise mechanically identical to the standard Spider Veloce model, with a 1962 cc double overhead cam, four-cylinder engine (twin two-barrel carburettors in Europe; North American models retained the Bosch L-Jetronic fuel injection introduced for the 1982 model year except that the VVT mechanism was now L-Jet activated) and five-speed manual transmission. The interior was revised with a new centre console, lower dash panels (to meet U.S. regulations) and a single monopod gauge cluster (with electronic gauges). For the North American market a model dubbed the Graduate was added in tribute to the car’s famous appearance in the 1967 film, The Graduate, starring Dustin Hoffman. The Graduate was intended as a less expensive “entry-level” Alfa. While it had the same engine and transmission as the Quadrifoglio and Veloce, it lacked the alloy wheels and luxury features of the other two models. The Graduate model had manual windows, basic vinyl seats, a vinyl top, and steel wheels as standard. Air conditioning and a dealer-installed radio were the only options. It first appeared in 1985 in North America and continued until 1990. Minor changes occurred from 1986 to 89, including new paint colours, a centre high mount stop lamp midway through 1986 for North American models, a move away from the fade-prone brown carpet and new turn signal levers. Some 1988 models featured automatic seatbelts that extended from a large device between the front seats.

The S4, the final major change to the long running Spider came in 1990, and mechanically, the biggest different was the use of Bosch Motronic electronic fuel injection with an electric fan. Externally, the Spider lost its front under-bumper spoiler and the rather ungainly rear boot spoiler of the S3, and picked up 164-style rear lights stretching across the width of the car as well as plastic bumpers the same colour as the car. This also marked the first generation of the car with automatic transmission, as well as on-board diagnostics capabilities. The car had remained in production largely thanks to continued demand in North America, though this market had to wait until 1991 for the changes to appear on their cars. European markets were offered a car with a 1600cc engine and carburettors as well as the 2 litre injected unit. Production finally ended in 1993, with an all new model, the 916 Series Spider appearing a year later. The S4 car was not officially sold in the UK, but plenty have found their way to our shores since then.

As was still the practice in the 1970s, Alfa followed up the launch of the Alfetta Berlina with a very pretty coupe. Styled by Giugiaro, this car, initially called the GT, and premiered in the autumn of 1974, looked completely unlike the saloon on which it was based. The first cars had 1.8 litre four cylinder engines and there was one of those on show. In 1976 the range was expanded both up and down with a 1.6 and a 2.0 model, the latter adopting the legendary GTV name. A rare SE model from this period was part of the display, complete with period vinyl roof (look closely), and although the pain does appear a bit like a lot of older Alfa reds, having gone rather pink, this was the actual shade when the car was new. In 1981, with the 2.5 litre V6 engine that had been developed for the ill-fated Alfa 6 luxury saloon available, Alfa was able to create a true rival for the 2.8 litre Capri with the GTV6. A facelift modernised the look of the car with plastic bumpers front and rear and a new interior looked rather better as well as being more ergonomically logical. There was a good mix of the earlier chrome bumpered and later plastic bumpered models, the last with 2.0 and 2.5 GTV6 versions both represented. There was also a car sporting 3.0 badging and right hand drive. This is a South African car. From 1974 South African Alfetta’s were manufactured at Alfa Romeo’s own Brits plant. South Africa was one of two markets to have a turbocharged GTV6, with a Garrett turbocharger and a NACA intake. An estimated 750 were assembled before all production ceased in 1986. The South African range included a 3.0 litre GTV-6, predating the international debut of the factory’s 3.0 litre engine in 1987 (for the Alfa 75). and 212 of these were built in South Africa for racing homologation. The last 6 GTV-6 3.0’s were fuel injected. To this day, the GTV-6 remains the quintessential Alfa Romeo for South Africans.

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

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

The Alfa 75 was the last Alfa model to be developed before the company was bought by Fiat. It was introduced in May 1985, to replace the 116 Series Giulietta with which it shared many components. It was named to celebrate Alfa’s 75th year of production. The body, designed by head of Alfa Romeo Centro Stile Ermanno Cressoni, was styled in a striking wedge shape, tapering at the front with square headlights and a matching grille. The 75 was only ever sold as a four door saloon, though at the 1986 Turin Auto Salon, a prototype 75 estate was to be seen, an attractive forerunner of the later 156 Sportwagon. This version was, however, never listed for sale, being cancelled after Fiat took control of Alfa Romeo. The car, dubbed the 75 Turbo Wagon, was made by Italian coachbuilder Rayton Fissore using a 75 Turbo as the basis. Two estate versions were to be found at the later 1987 Geneva Motor Show; one was this Turbo Wagon and the other was a 2.0 litre version named the Sportwagon. The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear. This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential (rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive de Dion tube assembled with shock absorbers; these designs were intended to optimise the car’s handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric ‘doughnuts’ to prevent vibration and engine/gearbox damage. The 2.0 litre Twin Spark and the 3.0 litre V6 were equipped with a limited slip differential. The 75 featured a then-advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults. The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 litre petrol carburettor engines, a 2.0 litre intercooled turbodiesel made by VM Motori, and a 2.5 litre fuel injected V6. In 1986, the 75 Turbo was introduced, which featured a fuel-injected 1779 cc twin-cam engine using Garrett T3 turbocharger, intercooler and oil cooler. In 1987, a 3.0 litre V6 was added to the range and the 2.0 litre Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 146 hp. This was the first production engine to use variable valve timing. In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989. The North American 2.5-litres were fundamentally different from their European counterparts. Due to federal regulations, some modifications were required. Most noticeable from the outside were the ‘America’ bumpers, with the typical rubber accordions in them. Furthermore, these bumpers had thick (and heavy) shock-absorbing material inside them and in addition, they were mounted to the vehicle on shock absorbers. To accommodate these shock absorbers, the ‘America’-bodies were slightly different from the European ones. The North American cars also had different equipment levels (depending on the version: Milano Silver, Milano Gold or Milano Platinum). electrically adjustable outside mirrors, electrically reclining seats and cruise control were usually optional in Europe. The car was also available with a 3-speed ZF automatic gearbox option for the 2.5 V6. Other, more common options such as electrically operated rear windows and an A/C system were standard in the USA. The USA-cars also had different upholstery styles and of course different dashboard panels also indicating speed in mph, oil pressure in psi and coolant temperature in degrees F, and as a final touch the AR control was different, including a seat belt warning light. The European-spec 2.5 V6 (2.5 6V Iniezione or 2.5QV) was officially sold only between 1985 and 1987, although some of them were not registered until 1989. Relatively few of them were sold (about 2800 units), especially when the 155 PS 1.8 Turbo was launched, which in some countries was cheaper in taxes because of its lower displacement. To create a bigger space between the V6 and the inline fours, the 2.5 was bored out to 2959 cc’s to deliver 188 PS and this new engine was introduced as the 3.0 America in 1987. As its type designation suggests, the 3.0 only came in the US-specification, with the impact-bumpers and in-boot fuel tank. However, the European ‘America’s’ were not equipped with side-markers or the door, bonnet and boot lid fortifications. Depending on the country of delivery, the 3.0 America could be equipped with a catalytic converter. In 1988 engines were updated again, the 1.8 litre carburettor version was replaced with fuel injected 1.8 i.e. and new bigger diesel engine was added to the range. In the end of 1989 the 1.6 litre carburettor version was updated to have fuel injection and 1990 the 1.8 Turbo and 3.0i V6 got some more power and updated suspension. The 3.0 V6 was now equipped with a Motronic system instead of an L-Jetronic. The 1.8 Turbo was now also available in ‘America’-spec, but strangely enough not available for the USA market. The 3.0 V6 did make it to the United States, and was sold as Milano Verde. The UK never particularly warmed to the 75 when it was new, but its reputation has got ever stronger as the car ages. Many UK cars were snapped up by the owners of driving schools at racing circuits, thanks to its handling characteristics, but there are also some nice road cars left.

The 155 was one of a series of cars built by the Fiat Group on a shared platform, the so called Tipo 3 or Tipo Tre, which sat under the Fiat Tipo, and Lancia Delta 2, as well as the Fiat Coupe. Built to replace the rear wheel drive 75, the 155 was somewhat larger in dimension than its predecessor. The 155 was designed by Italian design house I.DE.A Institute which achieved an exceptional drag coefficient of 0.29, and the rather boxy design gave the car a sizeable boot, as well. The single most significant technical change from the 75 was the change to a front-wheel drive layout. This new configuration gave cost and packaging benefits but many Alfa die-hards and the automotive press lamented the passing of the “purer” rear-wheel drive layout on a car from this sporting marque. Not even the availability of the 155 Q4, which had a 2.0-litre turbocharged engine and a permanent four-wheel drive powertrain, both derived from the Lancia Delta Integrale; making the car essentially a Lancia Delta Integrale with a different body was enough to win the sceptics over. Reception of the model was generally lukewarm. The 75 had been conceived prior to Fiat’s acquisition of the Alfa brand, so as “the last real Alfa” it cast rather a shadow over the 155; the loss of rear-wheel drive was frequently cited as the main cause of the disappointment. Nevertheless, the 155 was entered in Touring Car racing and was successful in every major championship it entered, which gradually improved its image. Belatedly, the factory introduced a wider version in 1995 (the “wide-body”) which as well as a wider track and revised steering based on racing experience or requirements, also brought in new 16-valve engines for the 1.8 and 2.0-litre whilst retaining the 2.5 V6 and making some improvements to cabin materials and build quality. There were several Sport Packs available, including a race-inspired body kit (spoiler and side skirts) and black or graphite-coloured 16-inch Speedline wheels. The more genteel could opt for the Super which came with wood inserts in the cabin and silver-painted alloy wheels. With this version, the 155 really came good. When production ceased in 1998, following the launch of the 156, 192,618 examples had been built.

The 916 Series GTV and Spider 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 hp 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 hp. 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 hp 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.

The 156 GTA cars were launched at the Frankfurt Motor Show in September 2001. Named after the Alfa Romeo GTA from the 1960s, the letters GTA meaning Gran Turismo Alleggerita (English: lightened Grand Tourer). 2,973 berlinas and 1,678 Sportwagons were built until the GTA production stopped in October 2005 as the 156 gave way to the Alfa Romeo 159. The GTA came with the 3.2 litre Bussone V6 engine (The big Busso, so called after legendary Ferrari engineer Giuseppe Busso), the largest capacity version of the much loved V6 engine. With a 93 mm bore and a 78 mm stroke giving it a capacity of 3,179 cc, it generated 250 PS (247 hp) and 220 lb/ft of torque. After market Alfa Romeo specialist Autodelta produced performance versions up to 3.7 litres and 400 PS. The European Touring Car Championship winning 156 GTA was however running a 2.0 litre 4-cylinder 300 PS engine due to class regulations. The GTA variants were equipped with either a six-speed manual transmission or six-speed Selespeed (paddles in steering wheel, hydraulically operated robotised) gearbox, had a lowered and stiffened suspension, a distinctive body kit, wider rear arches and leather interior. The suspension was specifically made for the GTA by Fiat Research Centre and Fiat Auto Design and Development Department. Steering was also made faster, only 1.7 turns from lock to lock compared to 2.1 in normal models. The GTA had also larger brakes (Brembo), with 12″ front discs and 10.8″ at the rear. The front discs were later upgraded to 13 ” to cope with the performance potential. Even though the name suggests a light car, the GTA isn’t any lighter than other 156s, as it was actually 91 kilograms (201 lb) heavier than the 2.5 litre V6 engined version. The GTA did not get the Giugiaro designed facelift introduced to the 156 in 2002, but continued with the acclaimed Walter de Silva design to the very end of production.

Replacement for the much loved 156 was the 159. The Alfa Romeo 159 had a troubled development, being designed in the midst of the Fiat-General Motors joint venture which was terminated in 2005. Originally, the 159 was intended to use GM’s Epsilon platform; however, late during its development it was changed to the GM/Fiat Premium platform. The Premium platform was more refined and expensive, being intended for E-segment executive cars such as an Alfa Romeo 166 successor but that never materialised, so Alfa Romeo attempted to recoup some of the platform development costs with the 159. General Motors originally planned Cadillac, Buick and Saab models for this platform but ending up discarded them over cost concerns. Unfortunately, the 159’s late transition to what was fundamentally made as an E-segment platform resulted in the 159 having excessive weight, a problem shared by its sisters, the Alfa Romeo Brera coupe and Spider convertible. The 159 was designed by Giorgetto Giugiaro in collaboration with the Centro Stile Alfa Romeo. The nose featured a traditional Alfa Romeo V-shaped grille and bonnet, and cylindrical head light clusters. Similar to its coupé counterpart, front of the car was influenced by the Giugiaro designed 2002 Brera Concept. Several exterior design cues were intended to make the car appear larger, supposedly to appeal to potential buyers in the United States; however, the 159 was never exported to that region. The interior featured styling treatments familiar from earlier cars, including the 156, such as deeply recessed instruments which are angled towards the driver. Alfa Romeo intended for the 159 to compete more directly with BMW, Mercedes-Benz and Audi by using higher quality interior materials; however, it has been said that Alfa Romeo misjudged their brand’s positioning relative to the more well-known German luxury automakers. Several levels of trim were available, depending on market. Four trim levels: Progression, Distinctive, Exclusive and Turismo Internazionale (TI) featured across Europe. In the UK there were three levels of trim: Turismo, Lusso and Turismo Internazionale (TI). A Sportwagon variant was introduced at the Geneva Motor Show in 2006. The 159’s size made it considerably more comfortable than the 156 due to its larger, roomy interior. However, the considerable growth in dimensions deterred many 156 owners from considering the 159 as a direct replacement model, and something seemed to be lost in the character of the new car. Initially offered with a choice of 1.9 and 2,2 litre 4 cylinder and 3.2 litre V6 petrol engines and 1.9 and 2.4 litre diesel units, and an optional four wheel drive system. An automatic gearbox option for the 2.4 JTDM diesel model was also launched in late 2006, and later extended to other versions. In 2007 a four-wheel drive diesel model was released and the 2.4-litre diesel engines’ power output increased to 210 hp, with a newly reintroduced TI trim level also available as an option. For model year 2008 the mechanics and interiors of the 159 were further developed. The 3.2 litre V6 model was offered in front wheel drive configuration, achieving a top speed of 160 mph. All model variants came with Alfa’s electronic “Q2” limited slip differential. As a result of newly introduced aluminium components, a 45 kilograms (99 lb) weight reduction was achieved. For 2009, Alfa introduced a new turbocharged petrol engine badged as “TBi”. This 1742 cc unit had direct injection and variable valve timing in both inlet and exhaust cams. This new engine had 200 PS (197 hp) and would eventually replace the GM-derived 2.2 and 1.9 JTS units.In 2010, all petrol engines except for the 1750 TBi were retired, ending the use of General Motors-based engines in the 159. The only remaining diesel engines were the 136 PS and 170 PS 2.0 JTDm engines. In 2011, the 159 was powered only by diesel engines. In the UK, Alfa Romeo stopped taking orders for the 159 on 8 July 2011. Production for all markets ceased at the end of 2011, after 240,000 had been built.

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.

The other 916 series replacement cars were the Brera and Spider models, and there were a lot of them 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.

First seen as a concept at the 2011 Geneva Show, the production 4C Competizione model did not debut for a further 2 years. Production got underway later that year at the Maserati plant in Modena, and the first deliveries were late in 2013. Production was originally pegged at 1000 cars a year and a total of just 3500, which encouraged many speculators to put their name down in the hope of making a sizeable profit on selling their cars on. That plan backfired, and in the early months, there were lots of cars for sale for greater than list price. Press reaction to the car has been mixed, with everyone loving the looks, but most of them feeling that the driving experience is not as they would want. Owners generally disagree – as is so often the case! For sure, it has no radio, and no carpets and no luggage space to speak of, but you know that when you buy it. It won’t be the car everyone, but if you can live with these limitations, you are sure to enjoy it. Indeed, all owners I have ever spoke to do love their car. I know I would if I could find space (and funds!) for one in my garage!

There is now an enthusiastic MiTo Owners Club, so where Italian cars are gathered together, it is quite common to get a whole line of the smallest current Alfa assembled, but there is just one of them in my photos. Known internally as the Tipo 955, the MiTo (the name allegedly standing for Mi-lano and To-rino, where it was designed and is built, respectively, and a pun on the Italian word for “myth”), the smallest Alfa ever made is a three-door only supermini, which was officially introduced on June 19, 2008, at Castello Sforzesco in Milan,, going on sale a few weeks later, with UK supplies reaching the country after the British Motor Show in 2008. Built on the Fiat Small platform used on the Grande Punto, and also employed by the Opel/Vauxhall Corsa, the MiTo was intended to compete with the MINI and the newer Audi A1. Designed by Centro Stile Alfa Romeo, the design is believed to be inspired by the 8C Competizione. A range of engines has been offered since launch, though sadly the GTA Concept that was shown at the 2009 Geneva Show never made it to production.

The current Giulietta arrived in 2010 as a much awaited replacement for the 147. Spy photos had suggested that the car was going to look very like Fiat’s ill-fated Bravo, but the reality was that it had a style all of its own. A range of very efficient petrol and diesel engines were among the most emissions-efficient in their class at the time, and a 250 bhp Quadrifoglio version at the top of the range made sure there was something for the man who wanted a rapid, but quite subtle hatch. The car has enjoyed reasonable success in the UK, and the car has certainly found favour among Alfa enthusiasts

Also from the current range were examples of both the Giulia and the Stelvio.

Alfa Romeo had a hospitality unit here alongside the Abarth one and they also were offering opportunities for people to get behind the wheel of their latest models.

ALLARD

The Allard K1 was a two seat sports car that was intended to be used for racing as well as on the road. A total of 151 were produced between 1946 and 1950. Because of the car’s lightness, due to its simple body, and being equipped with a 3.6 litre flathead Ford V8 engine, the vehicle was capable of reaching 149.67 km/h (93 mph). Some cars were built using Mercury V8 engines as well. It is believed that the Allard K1 was never offered for sale outside of the United Kingdom, but records indicate that a few were shipped to different countries around the world, including Argentina, Australia, Belgium, Brazil, and the United States.

The L Type was a four-seat tourer produced by Allard between 1946 and 1948. 191 L Type tourers were made and only 19 are known to still be in existence around the world. The L Type used the V8 engine from the Ford Pilot. There was power and acceleration in abundance and the ‘long’ rear axle ratio of 3.6:1 used at first gave these tourers an easy gait up to a maximum of around 85 mph. After the chassis (112 inches long) were built in South Hill Park, where after completion were towed across London to the Hilton Brothers’ workshops in Fulham. This is where the hand-crafted, ash-framed, coachbuilt bodies were installed. By the standards of the time the L Type provided roomy accommodation for four people in comfortable leather-trimmed seats. They were fully carpeted and the hood and removable sidescreens were practical and weatherproof, although a sports-type fold-flat windscreen was also provided.

ALPINA

During the lifetime of the E36 generation of 3 Series, Alpina produced quite an array of different versions: the B6 2.8, B3 3.0, B3 3.2, B8 4.0 and B8 4.6. The B3 and B6 models were powered by straight-six engines, while the B8 models were powered by V8 engines. A full range of bodystyles was available.

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

The B3 3.3 version of the E46 3 Series was launched in saloon form at the 1999 Geneva Show, with the coupe following at Frankfurt later in the year., the Touring at Geneva in 2000 and finally a convertible at the 2000 Birmingham Show It had an engine which was based on that of the US spec M3 unit. but enlarged with longer bore and stroke, as well as a different cylinder head and lighter pistons, giving it an output of 280 bhp. A six speed Getrag manual box was standard with a five speed Switchtronic unit an option. The suspension was uprated with stiffer dampers. Outside the changes were subtle with larger spoilers front and rear the only clue if the customer opted not to have the marque’s distinctive pin-striping. Inside there were the usual Alpina touches including sports seats in Alpina stitched leather and bespoke instruments. In 2002, Alpina updated the car to the 3.3S, with a more powerful 305 bhp of the same engine. Most of these cars were based on the post-facelift E46.

The first SUV-type model that Alpina have produced is this, the XD3.

ALVIS

This elegant car is a Speed 25 with a Chrlesworth body, dating from 1938. The Alvis 4.3-litre and Alvis Speed 25 were luxury touring cars announced in August 1936 and made until 1940 by Alvis Car and Engineering Company in Coventry. They replaced the Alvis Speed 20 2.8-litre and 3½-litre. They were widely considered one of the finest cars produced in the 1930s. The Speed Twenty’s 2½-litre, 2.8-litre or 3½-litre engines with four main bearings were replaced in the 4.3-litre and 3½-litre Speed Twenty-Five with a strengthened new designed six-cylinder in-line unit now with seven main bearings. For the 3½-litre version an output of 110 PS at 3,800 rpm was claimed (and proven) along with a top speed of almost 160 km/h (100 mph). It propelled the occupants at high speed in exceptional luxury accompanied by the attractive sound of a powerful deep and throaty exhaust. Its beauty is also confirmed as it is the only car to win the prestigious Ladies Choice VSCC Oxford Concourse prize two years in a row. The clutch, flywheel and crankshaft were balanced together, which minimised vibration. The cylinder head was of cast iron but the pistons were of aluminium. Two electric petrol pumps fed the three SU carburettors, which were protected by a substantial air filter. A new induction system incorporated an efficient silencing device. Rear springs were 15 inches longer than in the previous model. The brakes had servo assistance. Alvis did not make any of the bodies for the Speed 25. The cars were supplied in chassis form and firms such as Cross & Ellis (standard tourer) Charlesworth (standard saloon and Drop Head Coupé) as well as Vanden Plas, Lancefield, Offord and others would fit suitably elegant open touring or saloon car bodies. The car was built on a heavy steel chassis with a substantial cross brace. With its sporty low slung aspect, all-synchro gearbox, independent front suspension and servo-assisted brakes, this was a fast, reliable and beautifully made car, although at almost £1000 it was not cheap. The survival rate for what was after all a hand-built car is surprisingly good. Later models featured increased chassis boxing, and to reduce the car’s weight Alvis cut numerous holes in the chassis box sections, which was also a solution tried less successfully earlier in the decade by Mercedes-Benz when confronting the same challenge with their enormously heavy Mercedes-Benz SSKL. Minor improvements to both cars announced at the October 1938 Motor Show included a dual exhaust system said to quieten the engine and improve power output. From the show the press reported the 4.3-litre four-door sports saloon to have “a most imposing front with very large headlamps, fog and pass lights, and post horns.” A chassis for bespoke bodywork was still listed but a range of standard coachwork was made available. On the standard four-door saloon there were no running boards and the wings were streamlined. The luggage locker was lined in white rubber. Dunlopillo upholstery eased muscular fatigue. The rake of both the driver’s seat and its squab were now easily adjustable. There was a system of no-draught ventilation. The double sliding roof might be opened from either back or front seat. There were twin tuned electric horns and twin electric windscreen wipers. The instrument panel included a revolution counter and there were ashtrays and a smoker’s companion. There were to be only detail changes for 1940. Despite the fact that the Charlesworth Sports Saloon was the most popular Speed 25 SC variant in period survivors are comparatively few and far between today. More expensive to restore and traditionally less valuable than their open counterparts, closed cars have all too often been subject to cannibalisation or the scrapyard. However, the past few years have seen the market develop a growing respect for enclosed coachwork because it (a) has a real rarity / interest value and (b) offers greater all round usability / practicality (an important consideration given the seemingly increasing inclemency of the British weather).

ARMSTRONG SIDDELEY

The Armstrong Siddeley Hurricane is a two-door, four seat drophead coupé automobile produced by the British company of Armstrong Siddeley from 1946 to 1953. It was based on the Armstrong Siddeley Lancaster saloon. The chassis featured independent front suspension using torsion bars and a live rear axle with leaf springs. A Girling hydro-mechanical braking system was fitted, with the front drums hydraulically operated while those at the rear used rod and cable. Early models of the Hurricane were fitted with a 70 bhp 1991 cc six cylinder, overhead valve engine, carried over from the pre-war 16 hp model but from 1949 this was enlarged to a 75 bhp 2309 cc by increasing the cylinder bore from 65 to 70 mm. There was a choice of four speed synchromesh or pre-selector gearbox. The four seat, two door body was made of steel and aluminium panel fitted over a wood and aluminium frame. The doors were rear hinged, an arrangement that got the name of suicide doors. Changes during the model life were minimal: however, the bonnet line was slightly lowered for 1948 when the car also acquired stoneguards on the leading edges of its rear wings. At launch, the car cost £1151 on the UK market.

ASTON MARTIN

Unveiled at the 1934 Motor Show, the Mark II was in effect an improved Le Mans model. The 1½ litre engine could now produce 73bhp, the chassis was somewhat stiffer and the road holding was also improved. Again two chassis lengths were available, long for saloons, tourers and drophead coupes, short for 2 and 2/4 seater sports cars. The short chassis from the Mark II together with a modified engine and lightweight 2 seater body was used as Team cars and ultimately became the Ulster.

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

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

There were a number of DB6 cars, a model which 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.

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

After a production run of over 20 years, Aston came up with a new body shape for the 1988 Birmingham Motor Show, and called the new car the Virage. Initially announced solely as a close coupe, it was not long before an open-topped model was added to the range and then in 1993, these were joined by the high-performance Vantage. The name of the base model was changed to V8 Coupé in 1996. The V8-powered model was intended as the company’s flagship model, with the 6-cylinder DB7, introduced in 1994, positioned below it as an entry-level model. Although the DB7 became available with a V12 engine and claimed a performance advantage, the Virage remained the exclusive, expensive and hand-built flagship of the Aston Martin range. It was replaced in 2000 with the Vanquish. By the end of the 2000 model year, 1,050 cars in total had been produced

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

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

Several of the recently superceded Vantage model were here. 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.

This is a DBS. Aston Martin had used the DBS name once before on their 1967–72 grand tourer coupe. The modern car replaced the 2004 Vanquish S as the flagship of the marque, and was a V12-engined super grand tourer based on the DB9. The DBS was officially unveiled at the 2007 Pebble Beach Concours d’Elegance on 16 August 2007, which featured a brand new exterior colour (graphite grey with a blue tint) which has been dubbed “Lightning Silver”, followed by an appearance at the 2007 Frankfurt motor show. Deliveries of the DBS began in Q1 2008. The convertible version of the DBS dubbed the DBS Volante was unveiled at the 2009 Geneva Motor Show on 3 March 2009. The DBS Volante includes a motorized retractable fabric roof controlled by a button in the centre console and can fold into the compartment located behind the seats in 14 seconds after the press of the button. The roof can be opened or closed while at speeds up to 48 km/h (30 mph). Apart from the roof, changes include a new wheel design available for both the coupé and volante versions and a 2+2 seating configuration also available for both versions. Other features include rear-mounted six-speed manual or optional six-speed ‘Touchtronic 2’ automatic gearbox, Bang & Olufsen BeoSound DBS in-car entertainment system with 13 speakers. Deliveries of the DBS Volante began in Q3 2009. The model was replaced by a new generation Vanquish in 2012.

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

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.

The Aston Martin V12 Zagato is a British sports car/endurance racer made by Aston Martin in collaboration with Zagato to celebrate a fifty-year partnership since the Aston Martin DB4 GT Zagato. Introduced in Lake Como, Italy at the Concorso d’Eleganza Villa d’Este on 21 May 2011, the Zagato was awarded with the competition’s “Design Award for Concept Cars and Prototypes” which has also been won by the One-77 in 2009. Like the Aston Martin V12 Vantage on which it is based, the V12 Zagato is powered by a 5.9-litre AM11 V12 engine first used in the DBS which produces 510 bhp and 570 Nm (420 lb/ft) of torque. Designed at the Aston Martin Design Studios in Gaydon, the chassis – engineered by a Chris Porritt-led team including veterans of Astons Martins’s One-77 project – features a retuned version of the regular V12 Vantage’s double-wishbone suspension. The design features a new handcrafted aluminium body with the front similar to the Vantage with differences in the roof and rear section. Another difference is the endurance racing fuel tank carrying up to 120 litres of fuel. Following a large interest by customers, Aston Martin announced they would produce a homologated version of the car, producing only a limited run of 150 at the Aston Martin headquarters in Gaydon. Starting delivery in the second half of 2012, the Zagato was priced at around £330,000 excluding local taxes. In the end, orders did not materialize at the rate envisioned and only 61 cars were actually made.

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

There were also models from the current range, including the Rapide, the latest Vantage, the DB11 and the Superleggera

AUDI

The Audi RS2 Avant, usually known as Audi 80 RS2, was a limited edition, high-performance Audi five-door, five-seat estate car manufactured from March 1994 to July 1995. Collaboratively designed as a joint venture between Audi AG and Porsche and built on Audi’s 80 Avant, designated internally as P1 (instead of B4/8C that it was based on). It was Audi’s first “RS” vehicle, and the first of their high-performance Avants. It was powered by a modified version of their 2,226 cc inline 5 DOHC 4 valves/cylinder 20 valves total turbocharged petrol engine. This produced 315 PS (311 bhp) @ 6,500 rpm and 410 Nm (302 lb/ft) @ 3000 rpm of torque. Although much of the car’s underpinnings were manufactured by Audi, assembly was handled by Porsche at their Rossle-Bau plant in Zuffenhausen, Germany, which had become available after discontinuation of the Mercedes-Benz 500E, which Porsche had manufactured there under contract. The Rossle-Bau plant also produced the famous Porsche 959. Like the rest of the vehicle, the RS2’s five-cylinder engine was based on a unit that Audi already produced, although Porsche considerably modified the engine; the standard KKK turbocharger was switched for a larger unit, along with a heavy-duty intercooler and higher flow fuel injectors, a newly designed camshaft, a more efficient induction system, and a low-pressure exhaust system replaced the standard fare; a specially modified URS4/URS6 Bosch-supplied engine management system (ECU) controlled the engine. With so much power available, the RS2 could accelerate from 0 to 100 km/h (62 mph) in 4.8 seconds, and achieve a maximum speed of 262 km/h (163 mph) (electronically restricted), despite weighing over 1,600 kg (3,500 lb). In a road test conducted in 1995, British car magazine Autocar timed the RS2 from 0 to 30 mph (48 km/h) at just 1.5 seconds, which they confirmed was faster than both the McLaren F1 road car, and also Jacques Villeneuve’s Formula One car of that time. Even by more modern standards, its performance is exceptional; it could accelerate on-par with the 5th generation Chevrolet Corvette (C5) and a 996 generation Porsche 911. The top speed was 166 mph (267 km/h). A six-speed manual gearbox was the only transmission choice. Audi’s Torsen-based ‘trademark’ quattro permanent four-wheel drive system was standard. Front and rear final drive units contained a conventional ‘open’ differential, and have a ratio of 4.111, although the rear also has an electro-mechanical diff lock. Porsche-designed braking and suspension systems replaced the standard Audi 80 equipment, however, the Bosch Anti-lock braking system (ABS) was retained. There were upgraded brakes, with large radially ventilated disc brakes, and Brembo four-opposed piston fixed calipers. 40 millimetres (1.6 in) lower than a standard 80 Avant, the suspension and braking upgrades combined to give the RS2 the handling and braking capabilities of a high-end sports car; 7.0Jx17 inch Porsche ‘Cup’ wheels, and high-performance 245/40 ZR17 Dunlop tyres were standard as well. In fact, the braking system wore Porsche-badged Brembo calipers, and both the wheels and side mirrors were identical in design to those of the 964 Turbo. Additionally, the word “PORSCHE” is inscribed in the RS2 emblem affixed to the rear tailgate and front grille. A three-spoke leather steering wheel, Recaro sports-bucket seats (available in full leather or a leather/suede combination), and console materials in either wood or carbon fibre trim rounded out the vehicle’s interior changes. Audi’s proprietary Safety Restraint System, procon-ten remained from its donor vehicle. Approximately 2200 RS2s were to be built initially, but due to demand the total was 2891 cars built. Of these, only 180 were right hand drive cars built for the UK, New Zealand and South African markets.

Also here were examples from the B5 generation, both S4 and the extreme RS4 Avant cars. As a previous owner of one of the S4 Saloons, I have a very soft spot for these cars. The S4 – the second model to bear the name after it was used on a potent version of the Audi 100 between 1991 and 1995 – was launched in the autumn of 1997, with an Avant version joining it a year later. The car boasted a twin turn 2.7 litre V6 engine, generating 265 bhp, coupled to a 6 speed manual gearbox, standard Quattro all wheel drive transmission, larger 17″ wheels sitting in flared wheel arches, which made the car identifiable if you had not selected one of three S4-exclusive colours, as well as upgraded suspension and brakes. With a top speed limited to 155 mph and 0 – 60 time of 5.6 seconds, it was among the fastest saloons on the market at the time, and a real rival to the BMW M3. I loved mine in the 30 moinths I had it, and it went on to serve a colleague well, who kept it for many years until with over 160,000 miles on the clock, a tree fell on it crushing the roof on one stormy night. The RS4 was even more special, of course. This dates from an era when Audi only produced one RS model at a time, meaning that the variant had quite a short production life. Introduced by Audi in late 1999, for main production and sale from 2000, this was effectively the successor to the Porsche / quattro GmbH joint venture-developed Audi RS2 Avant that was sold in the mid 1990s. Like its RS2 predecessor, it was available only as an Avant. Although related to the Audi B5 S4, many of the outer body panels were altered, with wider front and rear wheel arches, to allow for the wider axle track on the RS 4. With unique front and rear bumpers and side sills, and the rear spoiler from the S4 Avant, the aerodynamic modifications achieved a drag coefficient of Cd 0.34 and a very purposeful look, especially when finished in a sober colour such as the two examples seen here. It was the mechanical changes, though, which had the huge difference. The engine was developed from the 2.7 litre V6 ‘biturbo’ used in the B5 S4, and retained the same 2,671 cc capacity, but much was changed. Developed and manufactured in the UK by Cosworth Technology, it featured enlarged intake and smaller exhaust ports on the two Cosworth cast aluminium alloy cylinder heads, two parallel BorgWarner turbochargers, two larger side-mounted intercoolers, dished piston crowns, stronger connecting rods, larger intake ducting, enlarged exhaust system, and a re-calibrated engine management system. The modifications increased the engine’s output from 265 bhp to 375 bhp at 7,000 rpm, and with 325 lb/f·ft of torque. The engine was controlled by a Bosch Motronic ME 7.1 electronic engine control unit (ECU), using a Bosch ‘E-Gas’ electronic drive by wire throttle. The engine had multipoint sequential fuel injection, a MAF, six individual single-spark coils and NGK longlife spark plugs. The engine oil was cooled by a dual oil:water cooler and an oil:air cooler. There was a 6 speed manual transmission and Audi’s Torsen-based quattro system. Even with a kerb weight of 1,620 kilograms (3,571 lb), the RS 4’s powerful engine gave it the performance of a sports car. 100 km/h could be reached from rest in 4.9 seconds, 160 km/h in 11.3 seconds, and 200 km/hin 17.0 seconds. Top speed was electronically limited to 262 km/h(162.8 mph) Audi produced 6,030 units between 1999 and 2001. Many have suggested that these B5 generation Audis are a future classic and maybe that time is now here. Perhaps I should have hung onto mine?

Also with the four rings on the front was this RS7, the most potent of the RS range, with its 4.0 TFSI twin scroll twin turbo V8 engine rated at 553 bhp and 516 lb·ft. The RS7 is full of advanced technology, with a cylinder on demand system which deactivates intake and exhaust valves of 4 cylinders (2, 3, 5 and 8), eight-speed tiptronic transmission with D and S driving modes, quattro with torque vectoring with self-locking centre differential with a high locking rate and oil cooler, polished 20-inch forged wheels in a seven twin-spoke design (with optional 21-inch cast wheels in a choice of three designs), four internally vented diameter brake discs with 15.35 in diameter front discs and black (optional red) painted six-piston calipers (optional 420 mm (16.54 in) carbon fiber ceramic discs with anthracite gray calipers), electronic stabilisation control with Sport and off modes, adaptive air suspension lowering body by 20 mm (optional tauter sport suspension plus with Dynamic Ride Control), optional Dynamic all-wheel steering with continuously variable steering boost and ratio. The RS7 is easy to identify from lesser models in the range with its high-gloss black protective grille with honeycomb structure at the front of the car, add-on parts in matt aluminium, power extending spoiler, two elliptical tailpipe trims, a choice of 10 body colours (including Nardo gray, exclusive finish Daytona gray, matt effect), optional matt aluminium and carbon styling packages. It was unveiled at the 2013 North American Show in Detroit, and probably sells more strongly in the US than in Europe, as that thunderous engine does have a CO2 penalty, efficient though it maybe given the performance on offer. That was no deterrent to Audi from introducing an even more potent version, though, with the RS7 Performance, along with the RS6 Performance being released in October 2015. This is powered by the same 4.0-litre twin-turbo V8 engine as the standard RS7, but now with 597 bhp and 553 lb·ft. The top speed remains limited to 250 km/h (155.3 mph) as standard, and there are optional Dynamic and Dynamic Plus packages that raise the top speed to 174.0 and 189.5 mph respectively. The RS7 performance will accelerate from 0 to 100 km/h (62.1 mph) in 3.7 seconds and 0 to 200 km/h (124.3 mph) in 12.1 seconds. Despite the improved performance, the fuel economy and CO2 are unchanged from the standard RS6 Avant. A very desirable car

The Audi R8, based on the Audi Le Mans quattro concept car (designed by Frank Lamberty and Julian Hoenig) first appeared at the 2003 International Geneva Motor Show and the 2003 Frankfurt International Motor Show. The R8 road car was officially launched at the Paris Auto Show on 30 September 2006. There was some confusion with the name, which the car shares with the 24 Hours of Le Mans winning R8 Le Mans Prototype (LMP). Initial models included the R8 4.2 FSI coupé (with a V8 engine) and R8 5.2 FSI coupé (with a V10 engine). Convertible models, called the Spyder by the manufacturer, were introduced in 2008, followed by the high-performance GT model introduced in 2011. The Motorsport variants of the R8 were also subsequently introduced from 2008 onwards. An all-electric version called the e-Tron started development but would only reach production stage when the second generation model would be introduced. 6-time 24 Hours of Le Mans winner Jacky Ickx described the R8 as “the best handling road car today” and the car was well received by everyone who drove it. The car received a facelift in 2012 and a new model called the V10 Plus was now added to the range. Production of the Type 42 ended in August 2015

AUSTIN

The Morris Minor was already well established when rival Austin launched their competitor, the A30 Saloon of 1952. That was also the year that Austin and Morris merged to become the British Motor Corporation, so suddenly the two cars that had been conceived to compete against each other were stablemates. Except BMC did not work like that. Separate dealer chains remained in place, as they would do for a further 30 years, and whilst this may sound inefficient now, it has to be noted that brand loyalty was such that there were plenty of people would only consider an Austin say, and not a Morris, or vice versa. The A30 was smaller than the Minor and at £507, at launch, it was also £60 cheaper. The body structure was designed by T.K. Garrett, who had been an aeronautical engineer before joining Austin. It was of fully stressed monocoque chassis-less construction, which made it lighter and stiffer than most contemporary vehicles, the first Austin to be made in this way. Inside there were individual seats at the front and a bench at the rear covered in PVC with an option of leather facings on the seats. Evidence of economy was seen in only having a single windscreen wiper, central combined stop/tail/numberplate lamp and a sun visor in front of the driver only. A passenger-side wiper and sun visor, and a heater were available as optional extras. Even so, it sold well, and 223,264 examples were built. The A30 was replaced by the Austin A35 in 1956 with the new name reflecting the larger and more powerful 34 hp A-Series engine, which gave the car a slightly higher top speed and better acceleration, though much of this came as a result of different gearbox ratios. The A30 had the first three ratios close together then a big gap to top, whereas in the A35, the ratios were better spaced and gave a higher speed in third gear. That top speed was 72 mph and 0 – 60 acceleration times are just over 30 seconds, so this remains a very slow car by modern standards. The A35 was very similar in appearance to the A30, and is best recognised by its larger rear window aperture and a painted front grille, with chrome horse-shoe surround, instead of the chrome grille featured on the A30. The semaphore trafficators were replaced with present-day front- and rear-mounted flashing light indicators. A slightly easier to operate remote-control gear-change was provided. Like the A30, the A35 was offered as a two- or four-door saloon or two-door “Countryman” estate and also as a van. The latter model continued in production through to 1968. A rare coupe utility (pickup) version was also produced in 1956, with just 477 sold. Drawings were made for a sports tourer, but no prototype was actually built. The A35 passenger cars were replaced by the new body shape A40 Farina models in 1959 but the estate car version continued until 1962 and van until 1968. These days they are popular as an affordable classic. Their simple mechanicals, good availability of some parts (not bodywork, though) and pert looks give them widespread appeal.

AUSTIN HEALEY

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

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

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

BENTLEY

Oldest of the models present were a number of the 3 and 4.5 litre cars that were produced in the 1920s and which epitomise 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 and a stroke of 149 mm. 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.

Also present here was what are sometimes referred to as the “Derby” Bentley. These were produced after the acquisition of Bentley by Rolls-Royce, in 1934, at which point the focus of the brand shifted to the production of large and elegant tourers. The cars retained the famous curved radiator shape based on earlier Bentley models, but in all meaningful respects they were clearly Rolls-Royces. Although disappointing some traditional customers, they were well received by many others and even W.O. Bentley himself was reported as saying that he would “rather own this Bentley than any other car produced under that name.” The Rolls-Royce Engineer in charge of the development project, Ernest Hives (later Lord Hives), underlined the Rolls-Royce modus operandi in a memo addressed to company staff “our recommendation is that we should make the car as good as we know how and then charge accordingly.” At a time when the Ford 8 could be purchased new for £100, an early Bentley 3½ Litre cost around £1,500 (equivalent to £6400 vs. £96,000 today), putting it beyond the reach of all but the wealthiest consumers. Despite not being a car of remarkable outright performance, the car’s unique blend of style and grace proved popular with the inter-war elite and it was advertised under the legend the silent sports car. Over 70% of the cars built between 1933 and 1939 were said to have still been in existence 70 years later. Although chassis production ceased in 1939, a number of cars were still being bodied and delivered during 1940. The last few were delivered and first registered in 1941. The 3.5 litre came first. Based on an experimental Rolls-Royce project “Peregrine” which was to have had a supercharged 2¾ litre engine, the 3½ Litre was finally fitted with a less adventurous engine developed from Rolls’ straight-6 fitted to the Rolls-Royce 20/25. The Bentley variant featured a higher compression ratio, sportier camshaft profile and two SU carburettors on a crossflow cylinder head. Actual power output was roughly 110 bhp at 4500 rpm, allowing the car to reach 90 mph. The engine displaced 3669 cc with a 3¼ in (82.5 mm) bore and 4½ in (114.3 mm) stroke. A 4-speed manual transmission with synchromesh on 3rd and 4th, 4-wheel leaf spring suspension, and 4-wheel servo-assisted mechanical brakes were all common with other Rolls-Royce models. The chassis was manufactured from nickel steel, and featured a “double-dropped” layout to gain vertical space for the axles and thus keep the profiles of the cars low. The strong chassis needed no diagonal cross-bracing, and was very light in comparison to the chassis built by its contemporary competitors, weighing in at 2,510 pounds (1,140 kg) in driveable form ready for delivery to the customer’s chosen coachbuilder. 1177 of the 3½ Litre cars were built, with about half of them being bodied by Park Ward, with the remainder “dressed” by other coachbuilders like Barker, Carlton, Freestone & Webb, Gurney Nutting, Hooper, Mann Egerton, Mulliner (both Arthur and H J), Rippon, Thrupp & Maberly, James Young, Vanden Plas and Windovers in England; Figoni et Falaschi, Kellner, Saoutchik and Vanvooren in Paris; and smaller concerns elsewhere in UK and Europe. Beginning in March, 1936, a 4¼ Litre version of the car was offered as replacement for the 3½ Litre, in order to offset the increasing weight of coachwork and maintain the car’s sporting image in the face of stiff competition. The engine was bored to 3½ in (88.9 mm) for a total of 4257cc. From 1938 the MR and MX series cars featured Marles steering and an overdrive gearbox. The model was replaced in 1939 by the MkV, but some cars were still finished and delivered during 1940-1941. 1234 4¼ Litre cars were built, with Park Ward remaining the most popular coachbuilder. Many cars were bodied in steel rather than the previous, more expensive, aluminium over ash frame construction.

This was parked up with the other Bentleys and had the requisite badge on the nose, but beyond that there are no clues. I am guessing that it is a special of some sort built on a Bentley chassis, but have not found out anything about it online, despite researching as best I could.

Oldest of the post cars was this R Type. Announced in May 1946, as the Mark VI 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. Among the cars here was one of the revered Continental versions.

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.

The Azure debuted in March 1995 at the Geneva Motor Show on the platform of the Continental R model, which had been originally launched in 1991. Production only crept to a start, with a mere nine examples finished in the first year – in 1996, after full production had started, no less than 251 Azures were finished. Pininfarina assisted in the two-year process of turning the Continental R into a full four-seater convertible, and also built the shell and soft-top at their factory in Italy, largely from parts sourced in the UK. Final assembly was then carried out at Crewe. A roll-bar was never considered, which necessitated extensive reinforcing of the chassis. At 210 inches in length and 5,750 pounds in weight, the Azure often surprised onlookers with its size and bulk, intended to both convey a sense of “presence” and allow for comfortable seating of four adult passengers. Power came from the company’s stalwart 6.75-litre V8, featuring a single, intercooled Garrett turbocharger and producing in the region of 360 hp – Rolls-Royce and Bentley did not give official power numbers at the time of the Azure’s introduction. By the time production began in earnest, new engine management from Zytek meant a slight power increase to 385 hp at 4,000 rpm and 553 lb·ft of torque at 2,000 rpm; power was routed to the rear wheels via a modified, General Motors sourced, four-speed automatic transmission. With a 0 – 60 time of 6.3 seconds and a top speed of 150 mph, the Azure was very fast for a car of its size, weight and poor aerodynamic profile. Owing to the limited space and workforce at Bentley’s Crewe factory, the Azure’s thick, powered convertible top was designed and manufactured by Pininfarina, which significantly added to the vehicle’s cost, which was significantly greater than the Continental R on which it was based. From 1999 through the end of production, the Azure was also available in “Mulliner” trim, which added special bespoke trim and additional equipment and allowed the buyer the option for further customisation during the build-process; pricing varied by car, as equipment could be significantly different from one to the next depending on customer requests.

There were also a number of examples of the Continental GT, a car which has sold in far greater quantity than any preceding Bentley.

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.

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.

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.

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.

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

The BMW E30 is the second generation of BMW 3 Series, which was produced from 1982 to 1994 and replaced the E21 3 Series, and was the car which really saw the popularity of the 3 Series increase dramatically. . Development of the E30 3 Series began in July 1976, with styling being developed under chief designer Claus Luthe with exterior styling led by Boyke Boyer. In 1978, the final design was approved, with design freeze (cubing process) being completed in 1979. BMW’s launch film for the E30 shows the design process including Computer-aided design (CAD), crash testing and wind-tunnel testing. The car was released at the end of November 1982. Externally, the E30’s appearance is very similar to twin headlight versions of its E21 predecessor, however there are various detail changes in styling to the E30. Major differences to the E21 include the interior and a revised suspension, the latter to reduce the oversteer for which the E21 was criticised. At launch, the car had a 2 door style like its predecessor and just four engines, all of them petrol: the 316 and 318 four cylinder units and the 320 and 323i 6 cylinders. This last was soon upgraded to a 2.5 litre unit. Diesel models were added during the 80s and there was an all-wheel drive 325iX option for continental European markets. In addition to the 2 door saloon and Baur convertible body styles of its E21 predecessors, the E30 became available by early 1984 as a four-door sedan and later a five-door station wagon (marketed as “Touring”). The Touring body style began life as a prototype built by BMW engineer Max Reisböck in his friend’s garage in 1984 and began production in 1987. The factory convertible version began production in 1985, with the Baur convertible conversions remaining available alongside it. Following the launch of the E36 3 Series in 1990, the E30 began to be phased out.

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

The development programme for the E46 began in 1993 under chief engineer Wolfgang Ziebart and head of R&D Wolfgang Reitzle. In late 1993, design work began under chief designer Chris Bangle and continued into 1995. In May 1995, the general exterior design of the E46 by Erik Goplen of DesignworksUSA was approved and as a result DesignworksUSA was contracted by BMW to work alongside BMW Group’s in-house design team to create the exterior bodywork for the 3 Series range in February 1996. The design team put an emphasis on improving aerodynamics and increasing the car’s aggressive stance. Design patents were filed in Germany on 16 July 1997 and in the US on 16 January 1998. Chris Bangle and Dr. Wolfgang Reitzle (BMW Head of R&D) were responsible through 1995 for the production sedan’s exterior, as evident in the 1997 design patent. Production development of the sedan took 24 months following design freeze and was 31 months from executive board styling approval in 1995 to its start of series production in December 1997. Erik Goplen designed the production coupé, convertible and station wagon during 1996–1997. The E46 sedan was unveiled via press release on 11 November 1997 and was launched on the market at the end of April 1998. The range was gradually built up, with the four door saloon being the first model to be seen, and with a limited range of engines, and over the following months, the 2 door coupe, convertible, Touring and a 3 door hatch Compact were added, and the engine range was widened. All-wheel drive, which was last available in the 3 Series in 1991, was reintroduced for the E46 on the 325xi, 330xi and 330xd models. The E46 was the first 3 Series to be available with an engine using Valvetronic (variable valve lift). Various electronic features were also introduced to the 3 Series in the E46 generation, including satellite navigation, electronic brake-force distribution, rain-sensing wipers and LED tail-lights. The E46 M3 is powered by the BMW S54 inline-six engine with either a 6-speed manual or a 6-speed SMG-II automated manual transmission. The M3 was introduced in late 2000 and was produced in coupé and convertible body styles only. There was a steady program of evolution through the model’s life. Sales were strong. The best year was 2002 when over 560,000 were sold worldwide. Following the introduction of the E90 3 Series sedans in late 2004, the E46 began to be phased out. However the E46 coupé and convertible body styles remained in production until August 2006.

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

Although many refer to this as the Z3M Coupe, the official name does not refer to Z3 at all, just calling it the M Coupé. Manufactured from 1998 until 2002, was developed under the leadership of engineer Burkhard Göschel with the intention of adding increased torsional and structural rigidity to the Z3 roadster’s chassis. The development team had a hard time convincing the Board of Directors to approve the model for production, but it was eventually given the green light as long as it remained cost-effective to produce. To achieve this goal, majority of the body panels had to be shared with the M roadster, thus the doors and everything from the A-pillar forward are interchangeable between the coupé and roadster, as are most interior parts. The Z3 coupé, which combines the M coupe’s body with the standard Z3 drivetrain, chassis and cosmetics was approved for production at the same time. Sales were slow as it didn’t generate much interest between the enthusiasts. As a result of their relative rarity, M Coupes (especially S54 powered models) retain much of their value. The S54 M Coupe is one of the lowest production BMWs with only 1112 built. It was given nicknames like “hearse” and “clown shoe” because of its distinctive styling. The Z3M Coupe and Roadster were initially powered by the engines from the E36 M3. This means that most countries initially used the 3.2 L version of the BMW S50 engine, while North American models initially used the less powerful BMW S52 engine. The S50 produces 316 bhp at 7,400 rpm and 350 Nm (260 lb/ft) at 3,250rpm, while the S52 engine produces 240 bhp at 6,000rpm and 320 N⋅m (240 lb⋅ft) at 3,800rpm. A total of 2,999 cars were built with the S50 engine and 2,180 cars were built with the S52 engine. Starting in September 2001, the engines were upgraded to the BMW S54 engine from the E46 M3. In most countries, it produces 321 bhp at 7,400 rpm and 354 Nm (261 lb/ft) at 4,900 rpm, while North American models have 315 bhp at 7,400 rpm and 341 Nm (252 lb/ft) at 4,900 rpm. The difference in peak power and torque is due to the catalytic converters being located closer to the engine on the North American spec cars, which allows the catalysts to heat up faster and reduce cold start emissions. A total of 1,112 cars were built with the S54 engine.

Displayed among the Z cars was this, a Bertini GT25, an original design, body panel replacement kit to fit all versions of the BMW Z3. The vision is a modern take on classic British / Italian styling coupled with the reliability and interior quality of the German car. The doors, screen and soft top of the Z3 are retained so only the bonnet, boot lid, bumpers, wings and lights need to be removed. They can be sold to to offset the cost of the kit. All the Z3 mechanical parts and interior are also retained.

Also here was the Z4. This has been offered in three different generations, of which this is the first, consisting of the BMW E85 (roadster version) and BMW E86 (coupe version) sports cars. The E85/E86 generation was produced from 2002 to 2008. The E85/E86 replaced the Z3 and is the third model in the BMW Z Series. Initial models were in the roadster (E85) body style, with the coupé (E86) body style being added in 2006. As per the Z3, the E85/E86 was manufactured solely in Greer, South Carolina. The E85 was designed by Danish BMW-designer Anders Warming from mid-1998 to the summer of 1999. The coupe models were designed by Tomasz Sycha. The E85 designs were frozen on March 1, 2000. The Z4 was introduced at the Paris Motor Show in 2002, and North American models went on sale in November of the same year (as the 2003 model year). European sales began in March 2003. The Z4 Roadster was launched in 2002 with the 2.5i and 3.0i six-cylinder models. Transmission choices were a five-speed manual, six-speed manual, five-speed automatic and a six-speed SMG-II automated manual transmission. A four-cylinder model, the Z4 2.0i Roadster, was introduced for the European market in May 2005. The drag coefficient is maximum of Cd=0.35. BMW unveiled a concept coupé version of the Z4 at the 2005 Frankfurt Motor Show 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, 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 N⋅m (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. In February 2009, the BMW Z4 (E89) began production as the successor to the E85/E86.

The BMW 1 Series M Coupe (often referred to as the “1M”) is the high-performance model of the E82 coupe range, sold under the BMW M performance sub-brand. While BMW naming convention would have called the car the “M1”, an alternate name was chosen to avoid confusion with the 1970s BMW M1 supercar. At the 2007 Tokyo Auto Show, BMW unveiled the 1 Series tii Concept, which was thought to be a preview of the M version of the 1 Series. However, the eventual 1M model appeared four years later and with significant differences, such as an engine with six-cylinders instead of four. The 1M was BMW M’s second turbocharged engine (after the S63 V8 which debuted in the X6M). The BMW N54 fitted to the 1M was originally being used in the E89 Z4 sDrive35is and has rated outputs of 335 bhp at 5900 rpm and 450 Nm (332 lb/ft) from 1,500 to 4,500 rpm. An additional 50 Nm (37 lb/ft) is produced during overboost taking overall peak torque to 500 Nm (369 lb/ft). The sole transmission available was a six-speed manual. The front and rear track widths were widened by 74 mm (2.9 in) and 46 mm (1.8 in) respectively and a limited slip differential was used. As a result, the overall width is 1,803 mm (71.0 in). The curb weight is 3,296 lb (1,495 kg). Initial plans were to limit production of the 1M Coupe to 2700 units; however, the final production total was 6309. Such is the esteem with which the car is held that it had barely depreciated from new and you will still likely pay over £30k for a good one.

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.

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

The 407 was the first Bristol model to be made by the company after separation from the Bristol Aeroplane Company, which had built all previous Bristol models. Outwardly it resembled the 406, on which it was based, and which had been produced between 1958 and 1961. Unlike its predecessors, the Bristol 406 suffered from a lack of power: Bristol’s own 105 bhp in-line six-cylinder engine (type 110) no longer enabled the 1.5-ton car to achieve the sporty driving performance that distinguished earlier Bristol models. A further increase in performance of the engine, the concept of which dated back to before the Second World War, could no longer be achieved. Bristol was therefore looking for a new engine in the second half of the 1950s. First, the company started to develop its own, new engine, designated type 160. The key requirement was a six-cylinder configuration and a displacement of 3.0 to 3.5 litres, similar to that of contemporary Alvis engines. However, the performance of the first prototypes was not convincing; in any case, the parent company was of the opinion that the financial expense of the new construction was not commensurate with its benefits. In 1959, Bristol tested another in-line Armstrong Siddeley six-cylinder engine. The 4.0 litre engine was standard in the Armstrong Siddeley Star Sapphire and produced 165 bhp. Bristol equipped a 406 with this engine and carried out some test runs at the factory. However, there was no takeup into series production. The prototype went on sale and was in regular use until 1975. In 2015 it was rediscovered in an unrestored condition. In the end, Bristol decided to use Chrysler’s US eight-cylinder engine. It is not clear from whom the initiative to use American engines came. Bristol owner Tony Crook repeatedly told the following story: Actually, Bristol only wanted to order a Torque-Flite automatic transmission for test purposes. To the surprise of the Bristol employees, Chrysler would have included an in-house eight-cylinder in addition to the ordered gearbox. Bristol then subjected the engine to in-depth tests and decided in favour of using the American engine in view of the high performance and cost-effectiveness of the concept – which meant saving its own development costs. To further cost saving, Bristol did not source the engines directly from the US but from Canada, a member of the Commonwealth. This meant that there were no import duties when the engines were transferred to the UK. The Bristol engine was based on an older American engine, which had made its debut at Chrysler’s Plymouth brand in 1956 and originally had a displacement of 260 CID (4.2 litres). Bristol obtained the engine blocks from the USA and had them completed by hand in a Canadian Chrysler workshop. At the same time, a series of far-reaching modifications were carried out to distinguish the Bristol engines from their large-series counterparts: The engine bore was increased from 3.56 inches to 3.87 inches. This resulted in a displacement of 5.2 litres – with only a marginally changed stroke; Chrysler did not have an engine of the appropriate size in its series portfolio. The engines were given a new cylinder head designed by Bristol, which replaced the original “polyspherical” head of the Plymouth product. Finally, the intake ducts were revised. The engine delivered an output of 250hp after the manual modifications, which more than doubled the performance potential compared to the previous model. Bristol was again on the way to becoming a sports car manufacturer. The switch to American engines was problematic. This step was not without a model: Facel Vega from France had already taken this route a few years earlier, and the British competitor Jensen was about to do the same. The conservative British clientele was nevertheless sceptical and, according to Tony Crook, quite a few are said to have seen it as a sin. Most critics, however, were reconciled by the outstanding driving performance of the car. Bristol’s long-serving 2.0 litre six-cylinder engine continued to be built for some time after the introduction of the 407. It was primarily supplied to AC Cars, where it was installed in the Ace, Aceca and Greyhound models until the end of 1962. The new V8 engine was mated to a TorqueFlite automatic gearbox as the only transmission option. The transmission had three forward speeds and a torque converter. The only changes were very subtle, comprising a single horizontal bar on the somewhat enlarged radiator grille, which had been steadily increased in size from the 405 to the 406 through to the 407, plus two exhaust pipes instead of one at the rear. However, under the bonnet of the 407 was not the old BMW-derived six-cylinder engine that was now inadequate for Bristols to be able to compete in performance with other British makes of luxury car. Replacing the old six-cylinder engine was a 5,130 cc Chrysler V8, built in Canada, fitted with a new camshaft and mechanical tappets of Bristol design. It re-established Bristol’s credentials in the field of performance cars. The engine gave the 407 a maximum speed of over 125 mph (201 km/h) and established a tradition that continued until the manufacturer’s bankruptcy in 2011. The other major change vis-à-vis the 406 lay in the front suspension. Gone were the transverse leaf springs that were inadequate to provide effective handling given a higher weight and also the higher speeds which the 407 was capable of; in its place were coil springs. This basic suspension design was to be used on all future eight-cylinder Bristols, though there were to be major refinements from the 603 onwards. Gone also was rack and pinion steering, which inhibited the 407’s handling. The bodywork on the 407 and subsequent models was built by bus body builder Park Royal Vehicles who also did trimming and finishing on some of those produced. The Bristol 407 remained in production until the summer of 1963. Around 300 vehicles are said to have been produced during this period. A handful of cars received bespoke bodywork, by Viotti and Zagato.

The Bristol 410 was the fourth series of Chrysler V8-engined models from Bristol Cars and the last to use the 5.2-litre engine originally found in the Bristol 407. With the 410, Bristol aimed for a more aerodynamic approach than that found on their previous five series dating back to the 405. The styling improvements were relatively minor but every one of them was aimed to make for a more curved appearance. The most noteworthy change was that the front headlamps were fully faired into the wings of the car rather than protruding outwards as on previous models. As in every Bristol saloon since the 404, a compartment accessed via a hinged panel between the front of the driver’s door and the rear of the front wheel arch housed the battery, fuse panel, windscreen wiper motor and brake servos. A similar panel on the other side of the car housed the spare wheel and jack. There were also 15 inch wheels as against the 16 inch size found on previous Bristols, and the disc braking system dating back to the 406 was revised for the first time since then, with a greatly updated system of braking circuits being introduced. Internally, Bristol, like Chrysler before them, by then had felt that the safety problems of push-button automatic transmission were too difficult to counter and thus they shifted to a more conventional lever mounted between the two front seats. 82 examples were produced in 1968 and 1969 before the car was replaced by the 411.

There was also a 603 here. This was launched in 1976, to replace the 411, and along with the Zagato-built 412, was the first all new Bristol design since the introduction of the 406 in the late 1950s. The original 603 was offered in two versions, largely owing to the energy crisis which increased fuel prices so that affordability of fuel was no longer a certainty for those who could afford such expensive cars. The 603E had a 5,211 cc V8 petrol engine, whereas the 603S had a larger 5.9-litre unit, from Chrysler. Both retained the same transmission and suspension as the 411, but the cabin had become more luxurious with the provision of electrically adjustable seats and air conditioning. With the 603S2, as the energy crisis eased, all Bristols had a standard 5.9-litre Chrysler unit that was to be used for all subsequent editions of the car. The headlamp clusters were also set in a new grille.

The third series of 603, introduced in 1982 and continuing until 1994, saw Bristol adopt for the first time the names of the famous Bristol Aeroplane Company models for its cars. With this series of 603, there was a smaller radiator grille and more modern rear vision mirrors. The tail-lights were also mounted directly vertically, whereas on previous versions of the 603 the reversing lights were separate from the rear turn indicators and brake lights. The Bristol Britannia was the standard version, whilst the Bristol Brigand had a Rotomeister turbocharger added to the Chrysler V8 engine and a torque converter originally used on the 440 V8 to cope with the extra performance, which saw the Brigand capable of 150 mph. The Brigand could be distinguished from the Britannia by the bulge in the bonnet needed to accommodate the turbocharger, and also had alloy wheels as standard equipment. There were a number of minor changes to the appearance of both models during their 12-year production run, especially at the front. With the Blenheim, Bristol further refined the 603, in particular modernising the mechanicals of the car through the introduction of multi-port fuel injection, which improved both performance and fuel consumption. Turbocharging was no longer available, but the Blenheim Series 1 still had the same level of performance as the Brigand. There was a significant change in frontal and rear-end styling with the introduction of the Blenheim. The headlights were paired and mounted considerably inboard from the extreme front of the car. The bonnet was also modified with the fitting of gas struts to hold it up when open for the first time, and featured a fully rectangular hinge for the first time in Bristol’s history. Since that time the Blenheim has gone through two additional series, the Bristol Blenheim Series 2, made from 1998 to the end of 1999, featured for the first time a 4 speed overdrive automatic transmission, which significantly improved fuel consumption, whilst the Blenheim 3 which went on sale in 2000 saw the abandonment of the vertically mounted tail-lights and a much revised interior layout with completely new gear selector and improved instrumentation.

Styled by Zagato, the 412 was, along with the Bristol 603, one of two concurrent successors to the long-serving 411 that had carried Bristol Cars through from the late 1960s to the late 1970s. The 412 was the last in the continuously numbered series of Bristols beginning with Bristol 400. Whereas the 603 was a dramatically restyled version of the characteristic Bristol two-door saloon, the 412 was different in that it was a Targa-type convertible with a removable roof that could be placed in the large luggage compartment. The earliest versions of the 412 were also very unusual for a post-World War II car in that the body was made by Zagato in Italy and attached to a chassis built by Bristol Cars in Filton, England. This chassis was almost exactly the same as that of the Bristol 603, but the earliest 412s retained the Chrysler B series petrol engines 6,277 cc that had been used in the 411. However, the second series of 412, which arrived towards the end of 1977, changed to the same 5,899 cc petrol engine as that used in the Bristol 603 and later in its successor, the Bristol Britannia. The 1977 second series cars incorporated front suspension modifications to allow for the lighter engine along with a final drive ratio changed to 2.88:1. Other changes included improved ventilation, redesigned seats and service intervals extended to 10,000 miles. In an effort to move into the United States market, Bristol designed a 412USA that complied with the extremely strict emissions and safety regulations of the US, with a catalytic converter and a much stronger roll bar than on the first 412. However, the company’s specialist status made exporting very difficult and most of these modified 412 models were exported to Europe and markets such as West Germany and Switzerland.

 

An updated version of the car, called the Beaufighter, took over in 1982. Bristol have never revealed production figures, but it is fair to say that not that many 412 were ever built.

 

CHEVROLET

There were several examples of the Corvette here. Oldest of these were from the C2 generation 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.

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.

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.

The C5 Corvette was redesigned from the ground up after sales from the previous generation began to decline. Production of the C5 Corvette actually began in 1996 but quality/manufacturing issues saw its release to the public in mass delayed until 1997, and continuing through the 2004 model year. The C5 was a completely new design that featured many new concepts and manufacturing breakthroughs that would be carried forward to the C6 & C7. It had a top speed of 176 mph (283 km/h) and was judged by the automotive press as a breakthrough with vastly improved dynamics in nearly every area over the previous C4 design. Innovations included a 0.29 drag coefficient, near 50/50 weight distribution, active handling (the first stability control for a Corvette). It also weighed less than the C4. It was the first time the platform was badge engineered as the Cadillac XLR with limited sales. An all new LS1 aluminium engine (Gen III small block) featured individual ignition coils for each cylinder, and aluminium block and pistons. It was initially rated at 345 bhp and 350 lb/ft (470 Nm), but was increased to 350 bhp in the 2001 edition. The new engine, combined with the new body, was able to achieve up to 28 mpg on the highway. For its first year, the C5 was available only as a coupe, although the new platform was designed from the ground up to be a convertible, which returned in 1998, followed by the fixed-roof coupe (FRC) in 1999. One concept for the FRC was for it to be a stripped-down model with a possible V6 engine (nicknamed in-house as the “Billy Bob”). By 2000, FRC plans laid the groundwork for the return in 2001 of the Z06, an RPO option not seen since Zora’s 1963 race-ready Corvette. The Z06 model replaced the FRC model as the highest performance C5 Corvette. Instead of a heavier double-overhead cam engine like the ZR-1 of the C4 generation, the Z06 used an LS6, a 385 bhp derivative of the standard LS1 engine. Using the much more rigid fixed roof design allowed the Z06 unprecedented handling thanks to upgraded brakes and less body flex. Those characteristics, along with the use of materials such as a titanium exhaust system and a carbon fiber hood in the 2004 model year, led to further weight savings and performance gains for the C5 Z06. The LS6 was later upgraded to 405 bhp for 2002–2004. Although the Z06’s rated power output equal to that of the C4 ZR-1, the improved rigidity, suspension, brakes, and reduced weight of the C5 produced a car quicker than C4 ZR-1. A sixth generation model arrived for the 2005 model year.

The C6 Corvette retained the front engine and rear transmission design of the C5, but was otherwise all-new, including new bodywork with exposed headlamps (for the first time since 1962), a larger passenger compartment, a new 6.0 litre engine and a reworked suspension geometry. It had a longer wheelbase than the C5, but its overall vehicle length and width were less than the C5, allegedly to widen appeal to the European market.The 6.0 litre LS2 V8 produced 400 bhp at 6000 rpm and 400 lb·ft at 4400 rpm, giving the vehicle a 0–60 time of under 4.2 seconds.Its top speed was 190 mph. The C6 generation did not match the previous generation’s relatively good fuel economy, despite its relatively low 0.28 drag coefficient and low curb weight, achieving 16/26 mpg (city/highway) equipped with automatic or manual transmissions; like all manual transmission Corvettes since 1989, it is fitted with Computer Aided Gear Selection (CAGS) to improve fuel economy by requiring drivers to shift from 1st gear directly to 4th in low-speed/low-throttle conditions. This feature helps the C6 avoid the Gas Guzzler Tax by achieving better fuel economy. The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 litre version of the small block engine codenamed LS7. At 427.6 cubic inches, the Z06 was the largest small block ever offered from General Motors. Because of the Corvette’s former use of 427 cubic-inch big blocks in the late-1960s and early 1970s, the LS7’s size was rounded down to 427 cubic inches. Official output was 505 bhp and has a 0-60 mph time of 3.7 seconds. Top speed is 198 mph. For 2008, the Corvette received a mild freshening: a new LS3 engine with displacement increased to 6.2 litres resulting in 430 bhp and 424 lb·ft. The 6-speed manual transmission also has improved shift linkage and a 0–60 time of 4.0 seconds, while the automatic is set up for quicker shifts giving the C6 automatic a 0–60 time of 4.0 seconds, faster than any other production automatic Corvette. The interior was slightly updated and a new 4LT leather-wrap interior package was added. The wheels were also updated to a new five-spoke design. ZR1 was formally announced in a December 2007 press statement by General Motors, where it was revealed that their target of 100 bhp per litre had been reached by a new “LS9″ engine with an Eaton-supercharged 6.2-litre engine producing 638 bhp and 604 lb·ft. The LS9 engine was the most powerful to be put into a GM production sports car. Its top speed was 205 mph. The historical name Grand Sport returned to the Corvette lineup in 2010 as an entirely new model series that replaced the Z51 option. The new model was basically an LS3 equipped Z06 with a steel frame instead of aluminium. It retained many of the features of the Z06 including a wide body with 18×9.5 and 19×12 inch wheels, dry sump oiling (manual transmission coupes only), 6-piston 14” front brakes and 4-piston rear, improved suspension, and front carbon fibre fenders. Manual power train equipped G/S coupe models receive a tweaked LS3 with a forged crank, are built in Z06 fashion by hand, and utilise a dry-sump oil system. The first three gears were also made shorter for better throttle response and faster acceleration. A new launch control system was introduced for all models that allows for sub 4 second 0-60. Beginning with the 2011 model year, buyers of the Corvette Z06 and ZR1 were offered the opportunity to assist in the build of their engine. Titled the “Corvette Engine Build Experience,” buyers paid extra to be flown to the Wixom, Michigan Performance Build Center.Participants helped the assembly line workers build the V8 engine, then took delivery of the car at the National Corvette Museum in Bowling Green, KY, near the Corvette final assembly point. The last C6 Corvette was manufactured in February 2013.

The third-generation Camaro was produced from 1981 (for the 1982 model year) to 1992. These were the first Camaros to offer modern fuel injection, Turbo-Hydramatic 700R4 four-speed automatic transmissions, five-speed manual transmissions, 14,15- or 16-inch wheels, a standard OHV 4-cylinder engine,] and hatchback bodies. The cars were nearly 500 pounds (227 kg) lighter than the second generation model. The IROC-Z was introduced in 1985 and continued through 1990. National Highway Traffic Safety Administration (NHTSA) Regulations required a CHMSL (Center High Mounted Stop Lamp) starting with the 1986 model year. For 1986, the new brake light was located on the exterior of the upper center area of the back hatch glass. Additionally, the 2.5 L Iron Duke pushrod 4-cylinder engine was dropped, and all base models now came with the 2.8 L V6 (OHV). For 1987 and later, the CHMSL was either mounted inside the upper hatch glass or integrated into a rear spoiler (if equipped). In 1985, the 305 cu in (5.0 L) small block V8 was available with indirect injection called “tuned port injection” (TPI). In 1987 the L98 350 cu in (5.7 L) V8 engine became a regular option on the IROC-Z, paired with an automatic transmission only. The convertible body style returned in 1987 (absent since 1969) and all came with a special “20th Anniversary Commemorative Edition” leather map pocket. 1992 offered a “25th Anniversary Heritage Package” that included stripes and a unique spoiler plaque. Beginning in 1988, the 1LE performance package was introduced, optional on street models, and for showroom stock racing in the U.S. and Canada. The B4C or “police” package was made available beginning in 1991. This created a Z28 in more subtle RS styling.

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

CITROEN

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

This is an AX GT. Development of this model started in 1983, and was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand – coupled with the huge success of the new Peugeot 205 – had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production. The car was available on the left-hand drive continental markets from its launch on 2 October 1986, as a three-door hatchback with 1.0, 1.1 and 1.4-litre TU-series belt driven OHC engines. A range of five-door models was added in 1987 and a 1.4 litre diesel engine was introduced in 1988. The latter was replaced by a 1.5 litre unit in September 1994. The right-hand drive version for the UK market was launched in August 1987, initially only as a three-door hatchback, with a five-door version joining the range a year later, effectively replacing the five-door Citroën Visa, which was discontinued that year. With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range. The very earliest cars had an issue with gear shifters falling off; this was rectified by the time the AX reached export markets. It was initially backed by a memorable television advertising campaign filmed in China, starring actress Janet Mas and an elderly gentleman, whose character was simply known as Mr. Wong. The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads. Another target for the engineers was lowering friction in the engines. The AX has fully independent suspension with unusually long wheel travel. It also optionally used self-coloured plastic bumpers. This technology came from the PSA Peugeot-Citroën / Renault / French government ECO 2000 project. The production version was much more conservative than the original ‘one box’ design prototype, that was closer to the Eco 2000 styling after negative reactions in focus groups. The “one-box” city car eventually came to market with the Renault Twingo, launched in 1992. In 1989, a naturally aspirated diesel AX, using the 1360 cc all aluminium alloy TUD engine, managed a figure of 2.7 litres/100 km (100 mpg), totalling over 1,000 miles from Dover to Barcelona. This was the longest ever distance travelled on 10 gallons of fuel and earned it a place in the Guinness Book of Records as the most economical production car. Also available was a 4×4 variant, but with limited success when compared to the rival Fiat Panda 4×4. The AX 4×4 was only available with five doors and was not sold in the United Kingdom. The first performance version was the limited-run AX Sport from 1987, with a 1.3 engine and twin carburettors producing 95 bhp, wearing iconic white steel wheels (5,5″ x 13″) which resembled those on its brother, the Peugeot 205 Rallye. The AX Sport used Solex ADDHE 40 carburettors until late 1988 and was then replaced with Weber DCOM 40s, just like the 205 Rallye 1,3. The AX Sport had a shorter inlet manifold than the 205 Rallye, to save room in the smaller engine compartment. In phase 2 guise the Sport was available in other colours and with optional GT wheels and rear spoiler. Later, the AX 14GT, with a single-carburettor 85 bhp 1.4 engine also found in the Peugeot 205 XS, was introduced. From 1991, this model utilised fuel injection to coincide with the revamp of the entire range and to coincide with tougher 1992 EU emission regulations that introduced exhaust catalytic converters. Late 1991 saw the range revised, with a heavily facelifted tailgate and interior being the most notable changes. The front turn signals were now clear, and the Citroën logo was moved to the center of the bonnet. The much maligned dashboard was replaced by a more conservative design. The following year saw the introduction of the most powerful AX variant, the 100 bhp GTi. The GT was sold alongside the GTi for a few months, but was eventually phased out. New models were also introduced, such as the Forte, Spree, Elation and Dimension. In January 1995, the Citroën AX Echo was launched, with a top speed of 110 mph (180 km/h). Its closest competitor, the Peugeot 106 Ski, (that shared components with the AX), was outsold by the Echo. From June 1996, following the introduction of the Saxo, the range was slimmed-down, with production of the AX ending in December 1998, after a 12-year production run. It had been withdrawn from the UK market during the first half of 1997, following the demise of right-hand drive production. A total of 2,425,138 AXs were produced.

DAIMLER

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

By the mid 60s, all new Daimler models were little more than rebadged and retrimmed Jaguar models, intended to appeal to traditionalists who preferred the image of the Daimler marque to the slightly caddish one of the Jaguar, so it was no surprised that an XJ6-based Sovereign was introduced in October 1969. Once again, it was externally virtually identical to its Jaguar source car with the exception of its fluted grille and Daimler badging. Internally there were trim variations, such as the deletion of the wood door cappings fitted to the Jaguar. This Sovereign was offered with either the 2.8-litre or the 4.2-litre version of the XK engine. When the Jaguar version was updated to create the Series 2 car in the autumn of 1973, a Damiler version was announced at the same time. The Series 2 cars, as seen here, sported a a raised front bumper and shallower grille; an extended wheelbase version was introduced, which eventually became the standard model. From 1975 the 2.8-litre was replaced by a 3.4-litre version of the XK engine. Both the Jaguar and Daimler models were replaced by a Series 3 in the spring of 1979.

De TOMASO

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

The De Tomaso Deauville was a luxury four-door saloon first exhibited at Turin Motor Show 1970. The Deauville was powered by the same 351 in³ (5763 cc) Ford Cleveland V8 as the De Tomaso Pantera, rated at 330 hp. The car had a top speed of 230 km/h (143 mph) and featured styling similar to that of the Jaguar XJ. The Deauville had an independent rear suspension very similar to that used by Jaguar, and ventilated discs front and aft. It shares its chassis with the Maserati Quattroporte III. There were three Deauville variants: the early series 1 (1970–1974: serial number 10##, 11## and 12##), late series 1 (1975–1977: serial numbers 14##) and the series 2 (1978–1985: serial numbers 20## and 21##). A total of 244 cars were produced.

DODGE

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.

This is a 1973 Dodge Charger. The third generation Charger made its debut for the 1971 model year, with all new “fuselage” sheetmetal and a new split grille. The interiors were like those of the E-body and were now shared by the Plymouth B-body, the Plymouth Satellite Sebring and Road Runner. The hidden headlights were now optional. A rear spoiler and a “Ramcharger” hood were new options. This hood featured a pop-up scoop mounted above the air cleaner controlled by a vacuum switch under the dash. On Plymouth Road Runners it was called the “Air Grabber” hood, and it was previously used on the Coronet R/T and Super Bee. Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. Thus for one year only, the Super Bee became part of the Charger lineup, after which it was discontinued. From 1971 to 1974, Charger models used the Coronet’s VIN prefix of “W”. Several other models were carried over from 1970, including the 500, R/T, and SE. Sales of the R/T declined due in part to higher insurance costs and gasoline prices. A total of 63 Hemi RTs were built that year, marking its last appearance in any production car, and 2,659 with other engines. The 1971 model year was also the last for the 440 Six-Pack engine, which could still be mated to a 4-speed manual transmission with an optional Hurst shifter, as well as the automatic. In the Super Bee’s final year, the 340 became a $44 option over the standard, low-compression 383 .The “Hi-Impact” colors were discontinued after the 1971 model year; with a 1971-only “Citron Yella”. The 1972 Charger introduced a new “Rallye” option to replace the R/T version. The SE was differentiated from other 1972 Chargers by a unique formal roof treatment and hidden headlights. The 383 engine was replaced with a lower compression 4-barrel 400, while the 440 engine was rated at a more realistic 280 hp net instead of the previous 350 hp gross. Also beginning in 1972, all engines featured hardened valve seats to permit the use of regular leaded or unleaded gasoline rather than leaded premium fuel as in past years due to tighter emissions regulations. Though the 440+6 (designating a triple 2-barrel carb setup and 310 bhp was listed in the early 1972 sales literature, it was found in the August 1971 testing that this engine would not meet the new and more stringent 1972 emissions laws, although some early Dodge literature (August 1971 press) stated that this engine was available for 1972, and a few (six is the accepted number) factory installed six-pack Chargers were built, the engine was dropped out of production by September 1971. The optional Pistol-Grip 4-speed Hurst manual shifter could be coupled to the 340, 400, and 440 Magnum engines. The Ramcharger hood scoop was discontinued, as well as optional lower geared performance rear axle ratios and extra heavy duty suspensions. It was also the final year for the Dana 60 differential, and was available only in combination with the 440/4 speed, heavy duty suspension, and the 3.54:1 rear axle ratio. The only remaining “Hi-Impact” colour choices were “Hemi Orange” (EV2) and “Top Banana” (FY1), the latter was available under different names through 1974. For the 1973 model year, Chargers received new sheet metal (though at first glance only the rear roof “C-Pillars” looked different) and were in fact longer, wider, and slightly taller than the 1971-72 cars. Also new were vertically slatted taillights and new grilles. Hidden headlights were dropped, even as an option. The 318 was still standard, with the 340 (available only on the Rallye), 360 (2-barrel only), 400 (low power 2-barrel/single exhaust and high performance 4-barrel/dual exhaust) and 440 remaining as options. The SE models had a new roof treatment that had a “triple opera window” surrounded by a canopy-style vinyl roof. All other models had a new quarter window treatment, discontinuing its AMC Gremlin-style window in favour of a more conventional design. Total sales this year were around 108,000 units, the highest ever for the 1971-74 Charger generation, though more than 60 percent of the cars had the non-high performance engines. The 1973 Chargers, and all Chrysler products, were equipped with 5 mph bumpers, front and rear. The 1974 model year saw only minor changes that included new color choices, a softer grain pattern on interior surfaces, and a slight increase in the size of the rubber bumper tips. The 340 option was replaced with a 360 4-bbl as the small-block performance engine. All other engine options remained the same, including the 360 2-bbl designated by a K in the fifth symbol in the vehicle identification number. Several performance rear-end ratios, including a 3.23 “Sure Grip” rear end were still available. A four-speed transmission was still an option except with the 440 engine. In spite of the Charger no longer being perceived as a performance model, sales rose as it veered towards being a personal luxury car. The muscle-car era came to a close, with 1974 as the final year for performance options.

Also here was the spectacular Viper SRT/10

EVANTE

The Evante, designed and invented by George Walter Robinson, is an English automobile which began production in 1987 in Spalding, Lincolnshire, England. Engine tuning company Vegantune had been restoring Lotus Elan cars and making some improvements to them. They decided to build a complete new car and set up a separate company, Evante Cars Ltd, to make them. The car’s looks were heavily inspired by the Lotus Elan and it was powered by the Ford Kent based Vegantune VTA 1.6 and later 1.7-litre twin overhead cam engine driving the rear wheels through a gearbox originally from a Ford Sierra. The fibreglass body and carbon-fibre was mounted onto a space frame chassis with independent suspension all round. Disc brakes were fitted front and rear. The cars were intended to be available as either complete or in kit form but all cars were supplied fully built and were produced at a rate of about one a week. The bodies were fitted out with leather seats, walnut dashboard and electric windows. Production stopped in 1991 when the original company failed, but the design was bought by Fleur de Lys who specialised in making retro styled vans. They redeveloped the car to take a Ford Zetec 1.8 Litre engine, but only nine more cars were made. An attempt was made to revive the car in 2001, but this was unsuccessful. Spydercars Whittlesey now own the rights to the name and the fibre glass moulds.

FAIRTHORPE

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

FERRARI

Oldest of the cars to be seen here was the 250 GTE, a 2+2 model which was the first large-production four-seat Ferrari (earlier four-seaters were made in very small numbers). Interior space was increased by moving the engine forward in the chassis. The rear seats were suitable for children but small for adults. Pirelli Cinturato 185VR15 tyres (CA67) were original equipment. Engine output was listed at 240 PS. Almost 1,000 GT/Es were constructed by Pininfarina with prototypes starting in 1959 and continuing through three series until 1963. The model was followed by the visually similar 330 Americas. The large production run of the GT/E was a major contributor to Ferrari’s financial well-being in the early 1960s

Pininfarina built 200 275 GTS roadsters for the American market between 1964-1966 with entirely different bodywork (including 14 in right hand drive). The 275 GTS was replaced by the 330 GTS, leaving no 3.3 litre convertible in the range until the creation of the 275 GTB/4 NART Spider.

Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and this time there was just one 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

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

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

The 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.

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

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

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

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

Launched in 1987, the F40 was the successor to the 288 GTO. It was designed to celebrate Ferrari’s 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time it was Ferrari’s fastest, most powerful, and most expensive car for sale. As soon as the 288 GTO was launched, Ferrari started the development of an evolution model, intended to compete against the Porsche 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo Ferrari was left with five 288 GTO Evoluzione development cars, and no series in which to campaign them. Enzo’s desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use. In response to the quite simple, but very expensive car with relatively little out of the ordinary being called a “cynical money-making exercise” aimed at speculators, a figure from the Ferrari marketing department was quoted as saying “We wanted it to be very fast, sporting in the extreme and Spartan,” “Customers had been saying our cars were becoming too plush and comfortable.” “The F40 is for the most enthusiastic of our owners who want nothing but sheer performance. It isn’t a laboratory for the future, as the 959 is. It is not Star Wars. And it wasn’t created because Porsche built the 959. It would have happened anyway.” Power came from an enlarged, 2936 cc version of the GTO’s twin IHI turbocharged V8 developing 478 bhp. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers. Engines with catalytic converters bear F120D code. The suspension was similar to the GTO’s double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle’s ground clearance when necessary. The body was an entirely new design by Pininfarina featuring panels made of Kevlar, carbon fibre, and aluminium for strength and low weight, and intense aerodynamic testing was employed. Weight was further minimised through the use of a plastic windscreen and windows. The cars did have air conditioning, but had no sound system, door handles, glove box, leather trim, carpets, or door panels. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with wind down windows. The F40 was designed with aerodynamics in mind. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing. The factory never intended to race the F40, but the car saw competition as early as 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster space-framed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third. It would later be a popular choice by privateers to compete in numerous domestic GT series. Although the original plan was to build just 400 cars, such was the demand that in the end, 1311
were built over a 4 year period.

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, and there were several examples of this model here. 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.

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.

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.

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.

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

There were several examples of the F430 here, of course, as this car sold in what were large quantities, by Ferrari standards. Effectively a mid-life update to the 360 Modena, the F430 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 the 360 Modena, 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. Seen here were the Coupe. Spider and the Scuderia.

Widely rumoured to be called the F60, Ferrari surprised everyone at its 2002 unveiling by giving it the name Enzo. This car was built using even more Formula One technology, such as a carbon-fibre body, F1-style electrohydraulic shift transmission, and carbon fibre-reinforced silicon carbide (C/SiC) ceramic composite disc brakes. Also used were technologies not allowed in F1 such as active aerodynamics and traction control. After a downforce of 7600 N (1700 lb/ft) is reached at 300 km/h (186 mph) the rear wing is actuated by computer to maintain that downforce. The Enzo’s F140 B V12 engine was the first of a new generation for Ferrari. It was based on the design of the V8 found in Maserati’s Quattroporte, using the same basic design and 104 mm (4.1 in) bore spacing. The Enzo formed the basis for a whole array of other very special cars, including the FXX and FXX Evoluzione cars and the Maserati MC12 and MC12 Evoluzione as well as the Ferrari P4/5 and the Millechilli. Originally, 349 of these were going to be produced, but Ferrari decided to add another 50 to the total, meaning 400 in total were produced up until 2004.

The next V12 engined Ferrari was the 599 GTB (internal code F141) a new flagship, replacing the 575M Maranello. 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.

The Ferrari 612 Scaglietti, a 2+2 coupé grand tourer, was produced between 2004 and 2010. The 612 Scaglietti was designed to replace the smaller 456 M; its larger size makes it a true 4 seater with adequate space in the rear seats for adults. The 612 was Ferrari’s second all-aluminium vehicle, the first being the 360 Modena. Its space frame, developed with Alcoa, was made from extrusions and castings of the material, and the aluminium body is welded on. The chassis of the 612 forms the basis of the later 599 GTB model. The 612 Scaglietti shared its engine with the Ferrari 575 Superamerica. The Scaglietti had a top speed of 320 km/h (198.8 mph) and a 0–100 km/h acceleration time of 4.2 seconds. It came with a either a 6-speed manual or the 6-speed F1A semi-automatic paddle shift system, a much refined version of the F1 system in the 360. The model was replaced by the Ferrari FF in 2011.

After a gap of some years, Ferrari added a 4 seater V8 model to the range at the 2008 Paris Motor Show, with the California. According to industry rumours, the California originally started as a concept for a new Maserati, but the resulting expense to produce the car led the Fiat Group to badge it as a Ferrari in order to justify the high cost of purchase; the company denies this, however. The California heralded a number of firsts for Ferrari: the first front engined Ferrari with a V8; te first to feature a 7-speed dual-clutch transmission; the first with a folding metal roof; the first with multi-link rear suspension; and the first with direct petrol injection. Bosch produced the direct injection system. The engine displaces 4,297 cc, and used direct injection. It delivered 453 bhp at 7,750 rpm; its maximum torque produced was 358 lbf·ft at 5,000 rpm. The resulting 106 bhp per litre of engine displacement is one of the highest for a naturally aspirated engine, as other manufacturers have used supercharging or turbocharging to reach similar power levels. Ferrari spent over 1,000 hours in the wind tunnel with a one-third-scale model of the California perfecting its aerodynamics. With the top up, the California has a drag coefficient of Cd=0.32, making it the most aerodynamic Ferrari ever made until the introduction of the Ferrari F12 Berlinetta. Throughout the California’s production, only 3 cars were built with manual transmission, including one order from the UK. On 15 February 2012, Ferrari announced an upgrade, which was lighter and more powerful. Changes include reducing body weight by 30 kg (66 lb), increased power by output of 30 PS and 11 lbf·ft, acceleration from 0–100 km/h (62 mph) time reduced to 3.8 seconds, introduction of Handling Speciale package and elimination of the manual transmission option. The car was released at the 2012 Geneva Motor Show as a 2012 model in Europe. To give the clients a more dynamic driving experience, an optional HS (Handling Speciale) package was developed as part of the update. It can be recognised by a silver coloured grille and ventilation blisters behind the front wheel wells. The HS package includes Delphi MagneRide magnetorheological dampers controlled by an ECU with 50% faster response time running patented Ferrari software, stiffer springs for more precise body control and a steering rack with a 9 per cent quicker steering ratio (2.3 turns lock to lock as opposed to the standard rack’s 2.5). A more substantive update came in 2014, with the launch of the California T, which remains in production. It featured new sheetmetal, a new interior, a revised chassis and a new turbocharged powertrain.

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

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

FIAT

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 final generation cars.

You don’t often see examples of the once very popular 127 range here, so this 127 Sport, which parked up with the Abarths, was a pleasant surprise. Developed towards the end of the 1960s, the Fiat 127 was launched as a two-door saloon in April 1971. A three-door hatchback, using an identical body profile but with a full-depth rear door and folding rear seat, was launched the following year; this would prove to be the most popular version of the 127. This was Fiat’s first supermini-sized hatchback, along with a state-of-the-art transverse-engine/front-wheel-drive layout, with the transmission mounted on the end of the engine, both design ideas had been fully trialled since 1964, by Fiat’s Autobianchi subsidiary with the Autobianchi Primula and 1969 Autobianchi A112 and A111 – although these models were not as widely exported as the 127 was. The larger Fiat 128, launched in 1969, was the first Fiat badged car to use the same transverse powertrain layout. The 127 used, as the A112, a shrunken version of the 128 platform and the rugged Fiat OHV 100 series 903 cc engine, that had powered the Autobianchi and, with various cylinder capacities, earlier generations of Fiat cars. The 127 also featured a unique transverse leaf spring suspension at the rear. Safety was another area of innovation – the 127 included an articulated steering column and crumple zones for progressive deformation under impact. The car was one of the first of the modern superminis, and won praise for its utilisation of space (80 percent of the floor space was available for passengers and luggage) as well as its road-holding. It was launched a year before the comparable Renault 5, and before the end of the 1970s most mass market European manufacturers were producing similar cars, notable examples being the Ford Fiesta and Volkswagen Polo, while General Motors added a three-door hatchback to the Opel Kadett range, which was reworked for British production and sold as the Vauxhall Chevette. The 127 was also one of the more popular imported cars on the UK market, peaking at more than 20,000 sales in 1978. It was also the first car fitted with an all-polypropylene bumper on steel support. The 127 was an instant success, winning the European Car of the Year award for 1972, and quickly became one of the best-selling cars in Europe for several years. It was the third Fiat in six years to receive this accolade. In June 1974, slightly over three years after the model’s introduction, Fiat reported that the one millionth 127 had been completed at the Mirafiori plant in Turin, after just over three years in production. The (in its time) hugely successful Fiat 600 had taken seven years to reach that same milestone. The Series 1 car changed little during its lifetime. However, in May 1973 saloons became available in both standard and deluxe versions. In 1975 the 127 Special variant was released which featured a restyled front grille and detail changes to the interior. The deluxe version was differentiated by its reclining front seats and opening hinged rear side windows as standard equipment. During the next couple of years the Fiat 850, which had initially been marketed alongside the 127, was withdrawn from most markets. The Series 2 version of the 127 debuted in May 1977. It featured a restyled front and rear, a new dashboard (although almost identical in layout to that of the Series 1), larger rear side windows (using rear quarter pressings derived from those used on the Brazil market Fiat 147) and the option of the 1049 cc engine – uniquely for the 127 this was the five-bearing OHC “Brazil” 124 series engine from the 147 rather than the Fiat OHC unit from the 128. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks. A short-lived Series 3 came early in 1982, but when the Uno followed it just a year later, the car was deleted from most European markets.

Fiat launched the Uno, the Tipo 146, in January 1983, just one day before the equally iconic Peugeot 205, to replace the elderly Fiat 127. Both were huge sellers, and deservedly so too, but it was the Fiat that sold in greater quantity, with over 8 million examples produced. It was Italy’s best selling car, and by some margin, throughout its 10 year production life, though you might find that hard to believe now, as they were are not a common sight even in Italy. The 127 had revolutionised the supermini market on its launch more than 10 years earlier, and the Uno followed the same format, but brought uptodate. Designed by Giorgetto Giugiaro’s ItalDesign company, its tall, square body utilising a Kamm tail achieved a low drag coefficient of 0.34 won it much praise for interior space and fuel economy as well as its excellent ride and handling, and was widely regarded as the most innovative small car in Europe at the time of its launch. It incorporated many packaging lessons learnt from Giugiaro’s 1978 Lancia Megagamma concept car (the first modern people carrier / MPV / mini-van) but miniaturised. Its tall car / high seating packaging is imitated by every small car today. It reversed the trend for lower and lower built cars. It showed that not just low sleek cars could be aerodynamic, but small, roomy, boxy well packaged cars could be too. There was a lot of activity in the supermini class in 1983, as the Uno hit the UK market a couple of months before the Peugeot 205 – another small European car which became the benchmark for this market sector, enjoying a long production life and strong sales, and just after General Motors launched its new Opel Corsa/Vauxhall Nova. Within a few months of its launch it had gained two new major competitors in the shape of the restyled Ford Fiesta and Nissan’s new Micra. UK sales began in June 1983, and more than 20,000 were sold in its first full year and peaking at more than 40,000 sales in 1988, making it one of the UK’s most popular imported cars during the 1980s. In December 1983, it was European Car of the Year for 1984, finishing narrowly ahead of the Peugeot 205. Initially, the Uno was offered with the 0.9 litre (903 cc) 100-series OHV, 1.1 litre (1116 cc) and 1.3 litre (1301 cc) 128-series SOHC petrol engines and transmissions carried over from the 127. The Uno’s badging was not by the commonly used measurement of engine size but by metric horsepower: 45, 55, 60, 70, or 75. The Uno was available as either a three- or five-door hatchback. It also featured ergonomic “pod” switchgear clusters each side of the main instrument binnacle, (that could be operated without removing the driver’s hands from the steering wheel), although indicators remained on a stalk; an unusual arrangement similar to that used by Citroën. The Uno had MacPherson strut independent front suspension and twist-beam rear suspension with telescopic dampers and coil springs. From 1985, the 1.0 litre (999 cc) SOHC Fully Integrated Robotised Engine (FIRE) powerplant was offered, replacing the 0.9 litre unit. This was a lighter engine, built with fewer parts, and gave improved performance and economy. The most luxurious version, the single-point injected 75 SX i.e., had remote door locks, integrated front foglamps, and the oval exhaust tip also used on the Turbo. In April 1985 the hot hatch version of the first series Uno – the Uno Turbo i.e. – was launched as a three-door only derivative. It competed with the likes of the Ford Fiesta XR2, MG Metro Turbo and Peugeot 205 GTI. The Uno was replaced by the Punto in late 1993, although production for some markets continued for some time after that.

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.

FIRE SERVICE VEHICLES

FORD

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

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

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

It was nice to see the 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.

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

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

With over 16 million units sold, the Fiesta has been an undoubted success for Ford, vindicating the decision that was taken back in the early 1970s that they really did need a car in this class, one that they were frankly late in joining. Originally developed under the project name “Bobcat” (not to be confused with the subsequent rebadged Mercury variant of the Ford Pinto) and approved for development by Henry Ford II in September 1972, just after the launch of two comparable cars – the Fiat 127 and Renault 5, the Fiesta was an all new car in the supermini segment, and was at the time the smallest car ever made by Ford. Development targets indicated a production cost US$100 less than the current Escort. The car was to have a wheelbase longer than that of the Fiat 127, but with overall length shorter than that of Ford’s Escort. The final proposal was developed by Tom Tjaarda at Ghia. The project was approved for production in late 1973, with Ford’s engineering centres in Cologne and Dunton (Essex) collaborating. Ford estimated that 500,000 Fiestas a year would be produced, and built an all-new factory near Valencia, Spain; a trans-axle factory near Bordeaux, France; factory extensions for the assembly plants in Dagenham, UK. Final assembly also took place in Valencia. The name Fiesta belonged to General Motors, used as a trim level on Oldsmobile estate models, when the car was designed but it was freely given for Ford to use on their new B-class car. After years of speculation by the motoring press about Ford’s new car, it was subject to a succession of carefully crafted press leaks from the end of 1975. A Fiesta was on display at the Le Mans 24 Hour Race in June 1976, and the car went on sale in France and Germany in September 1976; to the frustration of UK dealerships, right hand drive versions only began to appear in January 1977. Its initial competitors in Europe, apart from the Fiat 127 and Renault 5, included the Volkswagen Polo and Vauxhall Chevette. Chrysler UK were also about to launch the Sunbeam by this stage, and British Leyland was working on a new supermini which was eventually launched as the Austin Metro in 1980. The Fiesta was initially available in Europe with the Valencia 957 cc with high compression and low compression options, and 1,117 cc engines in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. A sporting derivative, the 1.3 Supersport was offered for the 1980 model year, using the 1.3 litre Kent Crossflow engine, effectively to test the market for the similar XR2 introduced a year later, which featured a 1.6 litre version of the same engine. Black plastic trim was added to the exterior and interior. The small square headlights were replaced with larger circular ones, with the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0–60 mph in 9.3 seconds and 105 mph top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s. Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation. Rust claimed almost all the original Fiestas, so they are a rare sight today. Seen here was a SuperSport.

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 a
nd 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 s
econd 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.

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

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

A completely new Fiesta, codenamed BE-13 was unveiled at the end of 1988 and officially went on sale in February 1989. The car was based on a new platform ditching the old car’s rear beam axle for a semi-independent torsion beam arrangement and looked radically different, addressing the principal weakness of the previous generation – the lack of a 5-door derivative, something that was by then available in its major rivals such as the Fiat Uno, Peugeot 205 and 106 and Opel Corsa/Vauxhall Nova. The other main change was to the running gear – the improved HCS (High Compression Swirl) version of the Kent/Valencia powerplant. The CVH units from the second generation were carried over largely unmodified. The diesel engine was enlarged to a 1.8L capacity. As for sports models, the XR2i was launched in August 1989 with an eight-valve CVH (standing for “compound valve-angle hemispherical combustion chamber”) engine with 104 PS. This was the first Fiesta to have a fuel-injected engine. This was then replaced by a Zetec 16 valve version in 1992, which also saw the RS Turbo being supplanted by the RS1800 as the CVH engine was being phased out. The RS1800 shared its 1.8 litre Zetec fuel-injected engine with the 130 bhp version of the then current Ford Escort XR3i and had a top speed of 125 mph. The XR2i name was also dropped in early 1994, and the insurance-friendly “Si” badge appeared in its place on a slightly less sporty-looking model with either the 1.4 L PTE (a development of the CVH) or the 1.6 L Zetec engine. The sporting Fiesta models of this generation were not well regarded so survivors are relatively few, which means it was good to see this RS Turbo here.

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.

The regular second generation cars were released in late 2004. An ST version followed very quickly, and for a long time, Ford maintained that was the only sporty Focus there was going to be. Finally, on December 17, 2007 Ford of Europe confirmed that a Mk 2 Focus RS would be launched in 2009, with a concept version due in mid-2008. t with an upgraded Duratec ST engine with 305PS Duratec RS, gearbox, suspension, and LSD. In 2008, Ford revealed the new Focus RS in “concept” form at the British International Motor Show. Contrary to numerous rumours and speculation, the RS was announced by Ford to have a conventional FWD layout. The Duratec RS engine was upgraded to produce 301 bhp and 325 lb/ft of torque. 0 to 100 km/h (62 mph) acceleration was quoted to be under 6 seconds. The RS used a modified Volvo -engineered 2,522cc five-cylinder engine found in the Focus ST. A larger Borg Warner K16 turbo now delivers up to 20.3-psi of boost. A new air-to-air intercooler has been developed as a complement, while the forged crankshaft, silicon-aluminum pistons, graphite-coated cylinder bores, 8.5:1 compression ratio and variable valve timing also up the power output. The car remained front wheel drive, but to reduce torque steer used a Quaife Automatic Torque Biasing LSD, and a specially designed MacPherson strut suspension at the front called RevoKnuckle, which provided a lower scrub radius and kingpin offset than traditional designs while avoiding the increased weight and complexity of double wishbone and multi-link suspension setups. Ford UK claim: “It’s as close as you’ll come to driving a full-spec rally car (Ford Focus RS WRC). The production car was finally unveiled on 5 January 2009. It looked very distinctive, as at the rear a large venturi tunnel and a dramatic rear spoiler created a purposeful look. It was available in three expressive exterior colours: Ultimate Green, Performance Blue and Frozen White. The ‘Ultimate’ Green was a modern reinterpretation of the classic 1970s Ford Le Mans Green of the Ford Escort RS1600 era.

Ford played much the same guessing game about whether there would be an RS version of the third generation car as they had done with the earlier versions. Production of the regular cars started in late 2010, but it was not until the 2015 Geneva Motor Show before the production ready MKIII Ford Focus RS was unveiled. It came packing the turbocharged 2.3-litre inline-four engine found in the Mustang EcoBoost. In the Focus RS, the engine itself produces 350 hp. Power is sent to all four wheels via Ford’s all-new Torque-Vectoring All-Wheel-Drive system with a rear drive unit designed by GKN, as well as upgraded suspension and brakes. As well as that, the new Focus RS will be fitted with Drive Modes – including an industry-first Drift Mode that allows controlled oversteer drifts – and Launch Control. The RS will boast a model specific aerodynamic package that helps to differentiate it from other Focus models. The RS is capable of accelerating to 100 km/h (62 mph) in 4.7 seconds. Sales finally started in mid 2016, with long waiting lists having been created, though Ford did eventually catch up with expanded production levels allowing them to meet the demand.

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 e
mblem 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 J
anuary 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.

More recent Mustangs were well represented, too.

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.

GINETTA

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

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

GTM

You rarely see a GTM by itself, as these British produced kit cars only ever sold in small enough quantities that they rarely appear in normal everyday motoring. When they come to an event, such as this one, the enthusiastic Owners Club tends to bring several examples along, and that was definitely the case here. Like many low volume specialist producers, there’s quite a complex history around GTM. The firm started out creating small and relatively inexpensive kitcars in 1967, when they produced the Cox GTM, a mid-engined Mini-based machine with styling inspired by the Ferrari Dino (so it is said!). Production stopped after 5 years, and ownership of the company changed a few times over the next few years, with production of new cars, as opposed to spares, starting again in 1980, with an updated version of the GTM Coupe. The model continued to be developed and the company took advantage of the Austin-Rover K Series engine when it became available. In 1998 they launched a new car, the Libra. Three years in development, it was a collaboration between GTM Cars directors Peter Beck & Paddy Fitch, designer Richard Oakes and suspension designer Bryn Davies. Conceived as a lightweight sports car, it uses no subframes for its suspension with all the mountings being bolted straight to the GRP monocoque tub. At the front it uses unequal length wishbones of GTM design locating uprights from the Rover Metro/100 range and a forward mounted steering rack for extra legroom. The rear suspension is an unusual double trailing arm design, bolted to the rear bulkhead and using the same uprights as the front. The engine/transmission unit is held in a frame hanging off the rear bulkhead, a frame which also locates the rear hinging engine cover which incorporates a sizeable boot which can accommodate a full size set of golf clubs. The front ‘clamshell’ conceals the radiator, battery, master cylinders etc. and also manages to stow a full size spare wheel (either 16″ or 17″). A removable roof panel can be stowed behind the seats for an open top experience. Initially launched with the 1.4 litre Rover ‘K’-Series engine, the Libra has been fitted successfully with 1.6, 1.8, 1.8 VVC and KV6 2.5 litre Rover engines as well as some Honda units and the Audi 1.8 turbo engine. Production ceased in 2010, as supply of the necessary parts dried up.

HEALEY

The Donald Healey Motor Company completed its first car in 1945, going into production the following year with the Elliott sports saloon and Westland roadster, both 2.4-litre Riley powered and featuring Healey’s own trailing arm independent front suspension. For a time the Elliott was the world’s fastest closed four-seater production car, clocking 110mph at Jabbeke, Belgium in 1947. In 1950 the duo were superseded by the Tickford saloon and Abbott drophead coupe, both of which enjoyed an improved chassis incorporating Girling brakes. They were more refined and better equipped than their predecessors too and, although heavier, still good for the ‘ton’. Only 222 had been built before production ceased in 1954.

HONDA

Introduced at the 1965 Tokyo Motor Show, the S800 would replace the successful Honda S600 as the company’s image car and would compete with the Austin-Healey Sprite, MG Midget, Triumph Spitfire and Fiat 850 Spider. Like the S600, it was available as either a coupe or roadster and continued the advanced technology of its predecessors. The 791 cc straight-4 engine produced 70 hp at 8000 rpm, thus making this Honda’s first 100 mph automobile, but still allowing for 35 mpg. In April 1967 the car was described as the fastest production 1-litre car in the world thanks to its high revving engine (up to 10,000 rpm) and the manufacturer’s history of manufacturing powerful relatively low capacity motor-cycle engines. Early examples continued to use the chain drive and independent suspension in the rear. 752 roadsters and 242 coupés were then produced. After that Honda switched to a conventional drive-shaft, live axle rear end with four radius rods and a Panhard rod. 604 roadsters and 69 coupes were built with this setup before disc brakes replaced the front drums. In 1967, the S800 became available in Britain. By this time the model had the more conventional drive layout as stated above, with predictable handling and a firm ride. It was also cheaper than the Mini Cooper and Triumph Spitfire, in Britain. In February 1968, the S800M (aka S800MK2) was introduced with flush mounted interior door handles, side marker lights outside, dual-circuit brakes, lean burn carburetion under the bonnet and safety glass. These changes were made for the American market, but the car was never exported.

There were a large number of examples here of the S2000, the much missed sports car that Honda produced to mark their 50th anniversary. 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.

It is more than a quarter of a century since Honda stunned the world with a true Ferrari-beater. Its origins go back all the way to 1984, when Honda commissioned the Italian car designer Pininfarina to design the HP-X (Honda Pininfarina eXperimental), which had a mid-mounted C20A 2.0 L V6 configuration. After Honda committed to the project, management informed the engineers that the new car would have to be as fast as anything coming from Italy and Germany .The HP-X concept car evolved into a prototype called the NS-X, which stood for “New”, “Sportscar” and “eXperimental”. The NS-X prototype and eventual production model were designed by a team led by Chief Designer Ken Okuyama and Executive Chief Engineer Shigeru Uehara, who subsequently were placed in charge of the S2000 project. The original performance target for the NS-X was the Ferrari 328, and later the 348 as the design neared completion. Honda intended the NS-X to meet or exceed the performance of the Ferrari, while offering targeted reliability and a lower price point. For this reason, the 2.0L V6 of the HP-X was abandoned and replaced with a more powerful 3.0L VTEC V6 engine. The bodywork design had been specifically researched by Okuyama and Uehara after studying the 360 degree visibility inside an F-16 fighter jet cockpit. Thematically the F-16 came into play in the exterior design as well as establishing the conceptual goals of the NSX. In the F-16 and other high performance craft such as unlimited hydroplanes, single seat race cars etc. the cockpit is located far forward on the body and in front of the power plant. This “cab-forward” layout was chosen early in the NSX’s design to optimise visibility while the long tail design enhanced high speed directional stability. The NS-X was designed to showcase several Honda automotive technologies, many derived from its F1 motor-sports program. The NS-X was the first production car to feature an all-aluminium monocoque body, incorporating a revolutionary extruded aluminium alloy frame, and suspension. The use of aluminium in the body alone saved nearly 200 kg in weight over the steel equivalent, while the aluminium suspension saved an additional 20 kg; a suspension compliance pivot helped maintain wheel alignment changes at a near zero value. Other notable features included an independent, 4-channel anti-lock brake system; titanium connecting rods in the engine to permit reliable high-rpm operation; an electric power steering system; Honda’s proprietary VTEC variable valve timing system (a first in the US) and, in 1995, the first electronic throttle control fitted to a Honda. With a robust motorsports division, Honda had significant development resources at its disposal and made extensive use of them. Respected Japanese Formula One driver Satoru Nakajima, for example, was involved with Honda in the NS-X’s early on track development at Suzuka race circuit, where he performed many endurance distance duties related to chassis tuning. Brazilian Formula One World Champion Ayrton Senna, for whom Honda had powered all three of his world championship-winning Formula One race cars before his death in 1994, was considered Honda’s main innovator in convincing the company to stiffen the NSX chassis further after initially testing the car at Honda’s Suzuka GP circuit in Japan. Senna further helped refine the original NSX’s suspension tuning and handling spending a whole day test driving prototypes and reporting his findings to Honda engineers after each of the day’s five testing sessions. Senna also tested the NSX at the Nurburgring and other tracks. The suspension development program was far-ranging and took place at the Tochigi Proving Grounds, the Suzuka circuit, the 179-turn Nurburgring Course in Germany, HPCC, and Hondas newest test track in Takasu, Hokkaido. Honda automobile dealer Bobby Rahal (two-time CART PPG Cup and 1986 Indianapolis 500 champion) also participated in the car’s development. The production car made its first public appearances as the NS-X at the Chicago Auto Show in February 1989, and at the Tokyo Motor Show in October 1989 to positive reviews. Honda revised the vehicle’s name from NS-X to NSX before final production and sale. The NSX went on sale in Japan in 1990 at Honda Verno dealership sales channels, supplanting the Honda Prelude as the flagship model. The NSX was marketed under Honda’s flagship Acura luxury brand starting in 1991 in North America and Hong Kong. It sent shockwaves through the industry, as the car was considerably better than the Ferrari 348 in just about every respect. But that was not the end of the story, of course. While the NSX always was intended to be a world-class sports car, engineers had made some compromises in order to strike a suitable balance between raw performance and daily driveability. For those NSX customers seeking a no-compromise racing experience, Honda decided in 1992 to produce a version of the NSX specifically modified for superior on-track performance at the expense of customary creature comforts. Thus, the NSX Type R (or NSX-R) was born. Honda chose to use its moniker of Type R to designate the NSX-R’s race-oriented design. In 1995, a Targa model was released, the NSX-T, which allowed customers to experience fresh air thanks to two removable targa top panels. The original NSX body design received only minor modifications from Honda in the new millennium when in 2002 the original pop-up headlamps were replaced with fixed xenon HID headlamp units. There was a really impressive collection of the model here, with examples showing the evolution of the car from the original to the later ones with fixed lights.

In December 2007, Acura announced plans to launch a NSX successor by 2010, based on the styling of the front V10-engined Acura ASCC (Advanced Sports Car Concept). Despite prototypes being tested for production, just a year later, Honda announced that plans had been cancelled due to poor economic conditions. Instead, in March 2010, Honda unveiled the HSV-010 GT for participation in the Japanese SuperGT Championship. This car never reached production as a street-legal car. Reports that Honda was again developing a successor to the NSX remerged in April 2011. By December 2011, Honda officially announced a second generation NSX concept, which was unveiled the following month at the 2012 North American International Auto Show as the Acura NSX Concept. The production model was displayed three years later at the 2015 North American International Auto Show, for sale in 2016. Although the original name was retained, this time it was defined as “New Sports eXperience”. Unlike the first generation NSX which was manufactured in Japan, the new NSX was designed and engineered in Marysville, Ohio, at Honda’s plant, led by chief engineer Ted Klaus. The new NSX has a hybrid electric powertrain, with a 3.5 L twin-turbocharged V6 engine and three electric motors, two of which form part of the “SH-AWD” all wheel drive drivetrain, altogether capable of close to 600 hp. The transmission is a 9-speed dual-clutch automatic. Its body utilizes a space frame design—which is made from aluminium, ultra-high-strength steel, and other rigid and lightweight materials, some of which are the world’s first applications. The first production vehicle with VIN #001 was auctioned off by Barrett Jackson on 29 January 2016. NASCAR team owner Rick Hendrick won the auction with a bid for US$1,200,000. The entire bid was donated to the charities Pediatric Brain Tumor Foundation and Camp Southern Ground. The first NSX rolled off the line in Ohio on 27 May 2016. Hendrick was there to drive it off. The first sales of the new NSX were registered in the second half of 2016

INNOCENTI

A car I’ve seen here before, but am always pleased to see, is the Italian produced successor to the original Issigonis designed Mini. There is quite a complex history to the basic design. Innocenti, under the ownership of the British Leyland Motor Corporation (BLMC) developed rebodied versions of the Mini, known as the Innocenti Mini 90L and 120L, which were released at the Turin Show in 1974. The new, Bertone-styled Mini was originally launched in two versions, the 90L and 120L – the former having the 998 cc A-series engine putting out 43 bhp, and the latter the 1275 cc unit, with an extra 20 bhp on tap. These outputs were later uprated to 49 bhp and 65 bhp respectively. At one point there were even plans for the Bertone-designed Mini to replace the original British Mini, but these came to nothing. Within a year of the car’s launch, BLMC went bankrupt and in May 1976 Innocenti was sold to De Tomaso and GEPI. BL retained a 5% stake. The new owners renamed the company Nuova Innocenti (“New Innocenti”) and continued to build the car without any real change. Innocenti’s Mini version was generally nicely equipped and had a better finish than their British brethren, leading to higher sales and a better reputation in many continental European markets (aside from Italy), such as France. The largest improvement was the addition of a rear hatch, allowing for improved access to the (still tiny) luggage compartment. Coincidentally, the drag resistance was also marginally lower than that of the original Mini, 0.41 Cd rather than 0.42. At the 1976 Turin Auto Show the sporting Innocenti Mini de Tomaso was first shown. It entered series production in early 1977 and featured moulded plastic bumpers rather than the filigrane, chromed units used for the 90/120. There were also integral foglights, a bonnet scoop, and wheelarch extensions to accommodate the alloy wheels which completed the sporting appearance. Power at introduction was 71 bhp, but this crept up to 74 bhp in 1978. In 1980, the facelifted and better equipped Mini Mille made its appearance. The Mille (1000) replaced the larger-engined 120 in most markets, and featured moulded plastic bumpers, headlights which sloped backwards, and redesigned taillights. Overall length increased by a couple of inches (5 cm). There was also a “90 LS II” version introduced for 1981, and the “90 SL” for the 1982 model year. By 1982, however, Alessandro de Tomaso’s deal with BL had ended. For various reasons, politico-industrial as well as due to British Leyland’s reluctance to provide engines to what was a competitor in many continental markets, the decision to thoroughly reengineer the Innocenti Mini was reached. After a lot of testing, the car was finally adapted to take a three-cylinder Daihatsu engine and various other mechanical parts. Because of Daihatsu’s minuscule European presence, selling engines to Innocenti would have a minimal negative impact on their own sales, instead offering a door to many European markets that they had yet to reach. Thanks to Alfa Romeo’s Arna deal with Nissan a few years earlier, the Italian political resistance against Japanese companies was minimised and DeTomaso encountered no political difficulties. The car continued in production until the early 90s. It is a rare sighting now, even in Italy.

JAGUAR

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

The XK140, was the successor to the XK120, with a number of useful changes and upgrades over the earlier car which included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design. The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper. The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bar, making it easy to tell an XK140 apart from an XK120. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet and boot lid. An emblem on the boot lid contained the words “Winner Le Mans 1951–3”. The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery. This was installed in the front wing on the passenger side (e.g. In the left wing on right hand drive cars and in the right wing on left hand drive). The XK140 was powered by the Jaguar XK engine with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp gross at 5500 rpm, as standard. The C-Type cylinder head, carried over from the XK120 catalogue, and producing 210 bhp ross at 5750 rpm, was optional equipment. When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options, and most XK140s imported into the United States had wire wheels. Cars with the standard disc wheels had spats (fender skirts) 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.

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

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.

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.

There lots of E Types here, of course. The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8-litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4,235 cc in October 1964. The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp) and same top speed (150 mph), but increased torque approximately 10% from 240 to 283 lb/ft. Acceleration remained pretty much the same and 0 to 60 mph times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400 rpm instead of 5,500 rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2-litre’s block was completely redesigned, made longer to accommodate 5 mm (0.20 in) larger bores, and the crankshaft modified to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator. Autocar road tested a UK spec E-Type 4.2 fixed head coupé in May 1965. The maximum speed was 153 mph, the 0–60 mph time was 7.6 seconds and the 1⁄4 mile from a standing start took 15.1 seconds. They summarised it as “In its 4.2 guise the E-Type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.”. Motor magazine road tested a UK spec E-Type 4.2 fixed head coupé in Oct 1964. The maximum speed was 150 mph, the 0–60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds. They summarised it as “The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles (4,828 km) of testing confirms that this is still one of the world’s outstanding cars”. All E-Types featured independent coil spring rear suspension designed and developed by R J Knight with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. The Coventry engineers spared nothing with regards to high automotive technology in braking. Like several British car builders of the middle and late 1950s, the four-wheel disc brakes were also used in that era by Austin-Healey, MG,putting the British far ahead of Ferrari, Maserati, Alfa Romeo, Porsche, and Mercedes-Benz. Even Lanchester tried an abortive attempt to use copper disc brakes in 1902.[40] Jaguar was one of the first vehicle manufacturers to equip production cars with 4 wheel disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognised by glass-covered headlights (up to 1967), small “mouth” opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear. 3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear (“Moss box”) on all except very last cars. 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and,obviously, an all-synchromesh Jaguar designed four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming “Jaguar 4.2 Litre E-Type” (3.8 cars have a simple “Jaguar” badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15-inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 – 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres. A 2+2 version of the fastback coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupé) remained as two-seaters. Less widely known, right at the end of Series 1 production, but prior to the transitional “Series 1½” referred to below, a small number of Series 1 cars were produced with open headlights. These Series 1 cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143 mm from the Series 1½ at 160 mm. Production dates on these machines vary but in right-hand drive form production has been verified as late as July 1968. They are not “rare” in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967 and given the foregoing information that they were produced as late as July 1968, it appears that there must have been an overlap with the Series 1.5 production, which began in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Types are identical to other 4.2-litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburettors, polished aluminium cam covers, centre dash toggle switches, etc. Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called “Series 1½.” Due to American pressure the new features were not just open headlights, but also different switches (black rocker switches as opposed to the Series 1 toggle switches), de-tuning for emissions (using two Zenith-Stromberg carburettors instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminium ribbing, bonnet frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961–1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburettors from 3 to just 2 (North America), resulting in a loss in horsepower. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the “Series 1.5” of 1968. An often overlooked change, one that is often “modified back” to the older style, is the wheel knock-off “nut.” US safety law for 1968 models also forbade the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special “socket” included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2. An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine Motor in 1961 and had a top speed of 149.1 mph and could accelerate from 0 to 60 mph in 7.1 seconds. A fuel consumption of 21.3 mpg was recorded. The test car cost £2,097 including taxes.The cars submitted for road test by the motoring journals of the time (1961) such as Motor, Autocar and Autosport magazines were prepared by the Jaguar works. This work entailed engine balancing and subtle tuning work such as gas-flowing checking the cylinder heads but otherwise production built engines. Both of the well-known 1961 road test cars: the E-Type coupé Reg. No. 9600 HP and E-Type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter
and lower drag coefficient. This goes some way to explaining the 150 mph (240 km/h) maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-Type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both 3.8 test cars may have approached 6,000 rpm in top gear when on road test, depending on final drive ratio. Production numbers were as follows: 15,490 of the 3.8s, 17,320 of the 4.2s and 10,930 of the 2+2s. And by body style there were 15,442 of the FHC, 17,378 of the OTS and 5,500 of the 2+2, making a total of 38,419 of the Series 1 car.

The Series 2 introduced a number of design changes, largely due to U.S. National Highway Traffic and Safety Administration mandates. The most distinctive exterior feature is the absence of the glass headlight covers, which affected several other imported cars, such as the Citroën DS, as well. Unlike other cars, this step was applied worldwide for the E-Type. Other hallmarks of Series 2 cars are a wrap-around rear bumper, larger front indicators and tail lights re-positioned below the bumpers, and an enlarged grille and twin electric fans to aid cooling. Additional U.S.-inspired changes included a steering lock which moved the ignition switch to the steering column, replacing the dashboard mounted ignition and push button starter, the symmetrical array of metal toggle switches replaced with plastic rockers, and a collapsible steering column to absorb impact in the event of an accident. New seats allowed the fitment of head restraints, as required by U.S. law beginning in 1969. The engine is easily identified visually by the change from smooth polished cam covers to a more industrial “ribbed” appearance. It was de-tuned in the US with twin two-barrel Strombergs replacing three SUs. Combined with larger valve clearances horsepower was reduced from 265 to 246 and torque from 283 to 263. Air conditioning and power steering were available as factory options. Production totalled 13,490 of all types, with 4885 of the FHC, 5,326 of the 2+2 and 8,628 of the OTS model.

The E-Type Series 3 was introduced in 1971, with a new 5.3 L Jaguar V12 engine, uprated brakes and standard power steering. Optionally an automatic transmission, wire wheels and air conditioning were available. The V12 was equipped with four Zenith carburettors, and as introduced produced a claimed 272 bhp, more torque, and a 0–60 mph acceleration of less than seven seconds. The short wheelbase FHC body style was discontinued, with the Series 3 available only as a convertible and 2+2 coupé. The newly used longer wheelbase now offered significantly more room in all directions. The Series 3 is easily identifiable by the large cross-slatted front grille, flared wheel arches, wider tyres, four exhaust tips and a badge on the rear that proclaims it to be a V12. The first published road test of the series 3 was in Jaguar Driver, the club magazine of the Jaguar Drivers’ Club, the only owners club to be officially sanctioned by Sir William Lyons and Jaguar themselves. The road test of a car provided by Jaguar was published ahead of all the national and international magazines. Cars for the US market were fitted with large projecting rubber bumper over-riders (in 1973 these were on front, in 1974 both front and rear) to meet local 5 mph impact regulations, but those on European models were considerably smaller. US models also have side indicator repeats on the front wings. There were also a very limited number of six-cylinder Series 3 E-Types built. These were featured in the initial sales procedure but the lack of demand stopped their production. The V12 Open Two Seater and V12 2+2 were factory fitted with Dunlop E70VR − 15-inch tyres on 15 × 6K wire or solid wheels. The final production E-Type OTS Roadster was built in June 1974. Total production was 15,290.

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.

When the time came to replace the Mark IX, Jaguar adopted a completely new look, with the resulting car, unsurprisingly called the Mark X, being notably larger. Indeed its bulk, especially the width, came to characterise the car, and constituted one of the obstacles to sales in Europe, though this was less of a handicap for the American market, for whom it had been designed. The first three years production used the familiar 3.8 litre XK engine, and this was enlarged to 4.2 litre in 1964 in line with the E Type. The Mark X was the first Jaguar to feature fully independent rear suspension and the last to feature an interior with abundant standard woodwork, including the dashboard, escutcheons, window trim, a pair of large bookmatched fold out rear picnic tables, and a front seat pull-out picnic table stowed beneath the instrument cluster. Later, air conditioning and a sound-proof glass division between the front and rear seats were added as options. For the London Motor Show in October 1966 the Mark X was renamed the Jaguar 420G (not to be confused with the smaller Jaguar 420, which was an update of the smaller S Type). The 420G differed visually from the Mark X only with the addition of a vertical central bar splitting the grille in two, side indicator repeaters on the front wings, and a chrome strip along the wing and door panels (two tone paint schemes were also available with the chrome strip omitted). Interior changes included perforations in the central sections of the leather seats, padded dashboard sections for safety, moving the clock to a central position, and the introduction of air conditioning as an option. A “limousine” version was available, on the standard wheelbase, with a dividing glass screen partition and front bench seat replacing the separate seats of standard cars. The wheelbase was extended by 21″ with the mechanical underpinnings of the car being subtly re-bodied for the 1968 Daimler DS420. Despite running for the same length of time as the Mark X (5 years) the 420G sold in less than a third of the numbers: this lack of popularity and the increasing production of the XJ6 resulted in the 420G being run out of production in 1970. Whilst over 18,500 of the Mark X were made, just 5,763 of the 420G were made

By the mid 60s, the Jaguar range was quite complicated, with several different models, all looking quite similar, and owing their origins to the Mark 2 of 1959. The situation was not eased with the launch of the 420 at the October 1966 London Motor Show. This was produced for two years, and was the ultimate expression of a series of “compact sporting saloons” which included the Mark 2 (which morphed into the 240 and 340) and the S Type, all of which shared the same wheelbase. Developed from the Jaguar S-Type, the 420 cost around £200 more than that model and effectively ended buyer interest in it, although the S-Type continued to be sold alongside the 420/Sovereign until both were supplanted by the Jaguar XJ6 late in 1968. 10,236 of the 420 were sold over that two year period.

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

Now over 35 years old is the elegant XJC. First shown in September 1973, at the same time as the Series 2 versions of the Jaguar XJ6/12 and related Daimler models, it soon became clear that this version was not ready for production, with problems surrounding the window sealing. The economic troubles unfolding in the western world at this time seem to have reduced further any sense of urgency about producing and selling the cars, so it was a further two years before XJ Coupés finally started to appear in Jaguar showrooms. The Coupé was based on the short-wheelbase version of the XJ. The elongated doors were made out of a lengthened standard XJ front door, with the weld seams clearly visible under the interior panels where two front door shells were grafted together with a single outer skin. Even with the delay, these cars suffered from water leaks and wind noise. All coupes came with a vinyl roof as standard. Since the coupe lacked B-pillars, the roof flexed enough that the paint used by Jaguar at the time would develop cracks. More modern paints do not suffer such problems, so whenever a coupe is repainted it is viable to remove the vinyl. Today many XJ-Cs no longer have their vinyl roof, also removing the threat of roof rust. Some owners also modified their XJ-C by changing to Series III bumpers. This lifted the front indicators from under the bumper and provided built in rear fog lights. Both six and twelve-cylinder models were offered, along with Daimler badged versions. However, the delayed introduction, the labour-intensive work required by the modified saloon body, the higher price than the four-door car, and the focus on the new XJ-S all contributed to a short production run of just two years. 6,505 of the 4.2 and 1,873 of the V12 Jaguar models were made, along with 1677 Daimler Sovereign and 477 Double Six models, making a total of 10,426. Nowadays, the cars are much respected for their elegant design.

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.

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.

As is well known, the XJ220 was developed from a V12-engined 4-wheel drive concept car designed by an informal group of Jaguar employees working in their spare time. The group wished to create a modern version of the successful Jaguar 24 Hours of Le Mans racing cars of the 1950s and ’60s that could be entered into FIA Group B competitions. The XJ220 made use of engineering work undertaken for Jaguar’s then current racing car family. The initial XJ220 concept car was unveiled to the public at the 1988 British International Motor Show. Its positive reception prompted Jaguar to put the car into production; some 1500 deposits of £50,000 each were taken, and deliveries were planned for 1992. Engineering requirements resulted in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12 engine by a turbocharged V6 engine. The changes to the specification and a collapse in the price of collectible cars brought about by the early 1990s recession resulted in many buyers choosing not to exercise their purchase options. A total of just 271 cars were produced by the time production ended, each with a retail price of £470,000 in 1992. The production XJ220 used a 3.5-litre twin turbocharged engine, which was given the designation Jaguar/TWR JV6. This engine, which replaced the Jaguar V12 engine featured in the concept car, was a heavily redesigned and significantly altered version of the Austin Rover V64V V6 engine. The decision to change the engine was based on engine weight and dimensions, as well as to environmental emission considerations. Use of the shorter V6 engine design allowed the wheelbase of the XJ220 to be shortened and its weight to be reduced; the V12 engine was definitively ruled out when it was determined it would have difficulty in meeting emissions legislation whilst producing the required power and torque. TWR purchased the rights to the V64V engine from Austin Rover in 1989 and developed a completely new turbocharged engine, codenamed JV6, under the auspices of Allan Scott, with proportions roughly similar to the V64V, and suitable for Sportcar racing. TWR redesigned all parts of the engine, increasing the displacement to 3.5 litres, and adding two Garrett TO3 turbochargers. The JV6 engine would first be used in the JaguarSport XJR-10 and XJR-11 racing cars; its compact dimensions and low weight made it an ideal candidate for the XJ220. The engine had a 90° bank angle, four valves per cylinder and belt-driven double overhead camshafts. It shares a number of design features with the Cosworth DFV Formula One engine. The V64V engine chosen had a short but successful career as a purpose-designed racing car engine. It was designed by Cosworth engine designer David Wood for Austin Rover Group’s Metro derived Group B rally car, the MG Metro 6R4. The redesign work necessary to create the Jaguar/TWR JV6 engine was undertaken by Andrew Barnes, TWR’s Powertrain Manager, and also involved Swiss engine builder Max Heidegger who had designed and built the race engines used in the XJR-10 and XJR-11 racing cars. The XJ220’s engine had a bore and stroke of 94 mm × 84 mm, dry sump lubrication, Zytek multi point fuel injection with dual injectors and Zytek electronic engine management. The engine was manufactured with an aluminium cylinder block, aluminium cylinder heads with steel connecting rods and crankshaft, and in the standard state of tune, it produced a maximum power of 550 PS at 7200 rpm and torque of 475 lb·ft at 4500 rpm. The XJ220 can accelerate from 0–60 miles per hour in 3.6 seconds and reach a top speed of 213 miles per hour.The exhaust system had two catalytic converters, which reduced the power output of the engine. During testing at the Nardò Ring in Italy the XJ220, driven by 1990 Le Mans Winner Martin Brundle achieved a top speed of 217.1 miles per hour when the catalytic converters were disconnected and the rev limiter was increased to 7,900rpm; owing to the circular nature of the track, a speed of 217 mph is equivalent to 223 mph on a straight, level road. The V64V engine had the additional benefit of being very economical for such a powerful petrol engine, it was capable of achieving 32 mpg, in contrast, the smallest-engined Jaguar saloon of the time, the Jaguar XJ6 4.0 could only achieve around 24 mpg. Four-wheel drive was decided against early in the development process, for a number of reasons. It was thought rear-wheel drive would be adequate in the majority of situations, that the additional complexity of the four-wheel drive system would hinder the development process and potentially be problematic for the customer. FF Developments were contracted to provide the gearbox/transaxle assembly, modifying their four-wheel drive transaxle assembly from the XJ220 concept into a pure rear-wheel drive design for the production car. A five-speed gearbox is fitted; a six-speed gearbox was considered but deemed unnecessary, as the torque characteristics of the engine made a sixth gear redundant. The transaxle featured a viscous coupling limited slip differential to improve traction. The transmission system featured triple-cone synchromeshing on first and second gears to handle rapid starts, whilst remaining relatively easy for the driver to engage and providing positive feel. The exterior retained the aluminium body panels of the XJ220 concept, but for the production vehicles, Abbey Panels of Coventry were contracted to provide the exterior panels. The scissor doors were dropped for the production model, and significant redesign work was carried out on the design when the wheelbase and overall length of the car was altered. Geoff Lawson, Design Director at Jaguar took a greater interest in the car and insisted the design had to be seen to be a Jaguar if it was to be successful in promoting the company. Keith Helfet returned to undertake the necessary redesign work mandated by the change in the wheelbase, which was reduced by 200 mm. The turbocharged engine required larger air intakes to feed the two intercoolers. Situated between the doors and the rear wheels, the air intakes were larger on the production version of the XJ220 than on the concept car. A number of small design changes for the body were tested in the wind tunnel; the final version had a drag coefficient of 0.36 with downforce of 3,000 lb at 200 mph. The XJ220 was one of the first production cars to intentionally use underbody airflow and the venturi effect to generate downforce. The rear lights used on the production XJ220 were taken from the Rover 200. The production model utilised the same Alcan bonded honeycomb aluminium structure vehicle technology (ASVT) as the concept car for the chassis. The chassis design featured two box section rails which acted as the suspension mounting points and would provide an energy absorbing structure in the event of a frontal impact, these were successfully tested at speeds up to 30 mph, an integral roll cage formed part of the chassis and monocoque, providing additional structural rigidity for the car and allowing the XJ220 to easily pass stringent crash testing.The rear-wheel steering was dropped from the production car to save weight and reduce complexity, as was the height adjustable suspension and active aerodynamic technology. The suspension fitted to the production model consisted of front and rear independent suspension, double unequal length wishbones, inboard coil springs and anti-roll bars, with Bilstein gas-filled dampers. The suspension was designed in accordance with the FIA Group C specifications. The braking system was designed by AP Racing and featured ventilated and cross-drilled discs of 13 in diameter at the front and 11.8 in diameter at the rear. The calipers are four pot aluminium units. JaguarSport designed the handbrake, which are separate calipers acting on the rear brake discs. Feedback from enthusiasts and racing drivers resulted in the decision to drop the anti-lock braking system from the production car. The braking system was installed without a servo, but a number of owners found the brakes to be difficult to judge when cold and subsequently requested a servo to b
e fitted. Rack and pinion steering was fitted, with 2.5 turns lock to lock; no power assistance was fitted. The Bridgestone Expedia S.01 asymmetric uni-directional tyres were specially developed for the XJ220 and had to be rateable to a top speed in excess of 220 mph, carry a doubling of load with the exceptionally high downforce at speed and maintain a compliant and comfortable ride. Rally alloy wheel specialists Speedline Corse designed the alloy wheels, these are both wider and have a larger diameter on the rear wheels; 17 inches wheels are fitted to the front and 18 inches are fitted at the rear, with 255/55 ZR17 tyres at the front and 345/35 ZR18 tyres at the rear. The interior was designed for two passengers and trimmed in leather. Leather trimmed sports seats are fitted together with electric windows and electrically adjustable heated mirrors. The dashboard unusually curves round and carries onto the drivers door, with a secondary instrument binnacle containing four analogue gauges, including a clock and voltmeter fitted on the front of the drivers door. Air conditioning and green tinted glazing was also fitted.The luggage space consists of a small boot directly behind and above the rear portion of the engine, also trimmed in leather. The car was assembled in a purpose-built factory at Wykham Mill, Bloxham near Banbury. HRH The Princess of Wales officially opened the factory and unveiled the first production XJ220 in October 1991. The JV6 engines used in the Jaguar racing cars were produced by Swiss engineer Max Heidegger, but delivering the number of engines required for the XJ220 program was considered beyond his capacity. TWR formed a division, TWR Road Engines, to manage the design, development, construction and testing of the engines for the production cars. The JV6 engine used in the XJ220 featured little commonality with the engines Heidegger built for use in the XJR racing cars, being specifically engineered to meet performance and in particular, the European emissions requirements, which the race engines didn’t have to meet. FF Developments, in addition to their design work on the gearbox and rear axle assembly were given responsibility for their manufacture. The aluminium chassis components and body panels were manufactured and assembled at Abbey Panels factory in Coventry, before the body in white was delivered to the assembly plant at Bloxham. The car, including chassis and body components, consists of approximately 3000 unique parts. The first customer delivery occurred in June 1992, and production rates averaged one car per day. The last XJ220 rolled off the production line in April 1994; the factory was then transferred to Aston Martin and used for the assembly of the Aston Martin DB7 until 2004.

Few would have guessed that the XJS would run for over 20 years, but eventually it came time for its replacement, and the car charged with so doing was the XK8. Development began in 1992, with design work having starting earlier, in late 1991. By October 1992 a design was chosen and later frozen for production in 1993. Prototypes were built from December 1993 after the X100 was given formal approval and design patents were filed in June 1994. Development concluded in 1996, at which point the car was launched. The first-generation XK series shares its platform with the Aston Martin DB7, and both cars are derived from the Jaguar XJS, though the platform has been extensively changed. One of the revisions is the use of the second generation of Jaguar’s independent rear suspension unit, taken from the XJ40. The XK8 was available in coupé or convertible body styles and with the then new 4.0-litre Jaguar AJ-V8 engine. In 1998 the XKR was introduced with a supercharged version of the engine. 2003 the engines were replaced by the 4.2-litre AJ34 engines in both the normally aspirated and supercharged versions. Equipment levels were generous and there was a high standard of fit and finish. Both models came with all-leather interior, burl walnut trim, and side airbags. Jeremy Clarkson, during a Top Gear test-drive, likened the interior of the original XK8 to sitting inside Blenheim Palace. The model ran for 10 years before being replaced by the X150 model XK.

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

Also here were a number of examples of Jaguar’s latest sports car, the F Type.

Also from the current range is the F Pace, seen here in potent top-spec SVR guise.

This is a Jaguar XE SV Project Eight. This limited-run super-saloon (of sorts) was unveiled in 2017, with the first cars hitting the roads in the middle of 2019. Just 300 are set to be built. It was developed — and is being built by — Jaguar Land Rover’s Special Vehicle Operations, the division that’s responsible for high-performance SVR-branded Range Rovers and F-Types, as well as low-volume specials such as the 2015 F-Type Project 7. The Project 8 is only available with left-hand drive. It shares its basic body-in-white with the everyday XE, but just about everything else is new. Every body panel but the roof and front doors are bespoke, the suspension has been entirely reworked and Michelin Pilot Sport Cup 2 tyres feature on a Jaguar for the very first time. The familiar 5.0-litre supercharged V8 that serves across JLR has also been shoehorned in. Here, it develops 592bhp and 516lb ft, making the Project 8 Jaguar’s most powerful road car to date. The aero package is bespoke, too, of course, and capable of generating 122kg of downforce at 186mph. The optional Track Pack, which costs £10,000 and saves 12kg, swaps out the rear seats for a half-roll-cage and adds carbon-backed bucket seats up front with four-point harnesses. The price tag of £149,00 means that you have to be absolutely sure you want one, and it would seem that not enough people have been, with sales proving harder to find than Jaguar had anticipated.

Final Jaguar here was this road-legal version of the XJR9 racer.

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.

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

LAMBORGHINI

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

When it came time to update it, instead of just redesigning the Islero, Lamborghini instead made the Jarama, filling the spot which would have been taken by a second generation of the Islero. Introduced in 1970 at the Geneva Motor Show, Lamborghini built the Jarama to meet U.S. standards using a version of the Espada chassis that had had its wheelbase shortened by 10.7 inches. The Jarama was heavier than the Islero, though it claimed the same top speed of 162 mph. The Jarama is powered by the same 3,929 cc Lamborghini V12 engine used in the Islero and Espada. The engine was fitted with Six Weber carburettors and sent power to the rear wheels through a 5-speed manual transmission. Two different models were made, the original GT (1970–1973) model which produced 350 bhp, and the GTS (also known as Jarama S) (1972–1976) that produced 365 bhp. The GTS featured a few minor body modifications including a bonnet scoop, exhaust vents in the wings and new wheels. A redesigned dashboard, power assisted steering, removable roof panels, and a Chrysler TorqueFlite automatic transmission also became available as options. Early Jaramas featured magnesium alloy wheels from the Miura. A total of 328 Jaramas were built.

Lamborghini had been toying for some time with the idea of a smaller and cheaper car, powered by a V8 engine, to rival the smaller Ferraris, and the result, the Urraco, was first seen at the 1970 Turin Show. It was styled by Marcello Gandini, and engineered by Paolo Stanzani. It was launched with a 2.5 litre V8 engine, engineered to be cheaper to build, with belt-driven camshafts, situated within a steel monocoque structure suspended on McPherson struts. It reached the market before the rival Maserati Merak and Ferrari 308 GT4 Dino, which should have given it a big advantage. But it did not. For a start, it was deemed not powerful enough, so even before the difficulties of the late 1973 Fuel Crisis made things difficult, the car did not sell well at all. The solution was to add more power, and this came when the engine was enlarged to 3 litres, with four chain-driven cams, which took power from 220 bhp to 265 bhp. A roll-hoop across the back of the cabin improved rigidity, and more powerful brakes were fitted. It sold better, though never in the sort of volume that had been anticipated, and the addition of an Italian market tax special P200 did not help much, either. Just 66 of these were built, whereas 520 of the original P250 models found buyers, and 190 of the more powerful P300s added to the total before production ceased in 1979. The story did not quite end there, as in 1976 a heavily revised version, with removable targa roof panels, appeared, called the Silhouette, and both were replaced by the Jalpa in the 1980s, though neither of these sold as well as the Urraco.

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark’s sharp edges and corners of Gandini’s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the “softened” shape that he would later realise his original design in the Cizeta-Moroder V16T. The car became known as the Diablo, carrying on Lamborghini’s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‘El Chicorro’ in Madrid on July 11, 1869 In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed “solely to be the biggest head-turner in the world.” The Diablo was presented to the public for sale on January 21, 1990. Its power came from a 5.7 litre 48-valve version of the existing Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing a maximum output of 499 PS and 580 N·m (428 lb/ft) of torque. The vehicle could reach 100 km/h in about 4.5 seconds, with a top speed of 202 mph. The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-moulded driver’s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set and an exclusive Breguet clock for the dash. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous centre differential (a modified version of LM002’s 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with a revised dashboard, electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical. Further updates would follow before the car gave way to the Murcielago in 2001. The Diablo sold in greater numbers than its predecessor with 2898 examples being made during its 11 year production life. There were several here, including the VT and the SV, a few of them were the late model cars with their faired-in headlights.

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

The Lamborghini Gallardo is a sports car built by the Italian automotive manufacturer Lamborghini from 2003 to 2013. Named after a famous breed of fighting bull, the V10 powered Gallardo has been Lamborghini’s sales leader and stable-mate to a succession of V12 flagship models—first to the Murciélago (4,099 built between 2001 and 2010), then to the current flagship, the Aventador. The first generation of the Gallardo was powered with an even firing 4,961 cc (5.0 L) 90 degree V10 engine generating a maximum power output of 500 PS at 7500 rpm and 510 Nm (376 lb/ft) of torque at 4500 rpm. The Gallardo was offered with two choices of transmission; a conventional (H-pattern) six-speed manual transmission, and a six-speed electro-hydraulically actuated single-clutch automated manual transmission that Lamborghini called “E-gear”. The “E-gear” transmission provides gear changes more quickly than could be achieved through a manual shift. The driver shifts up and down via paddles behind the steering wheel, but can also change to an automatic mode via the gear selector located in place of the gear shift lever. The vehicle was designed by Luc Donckerwolke and was based on the 1995 Calà prototype designed by Italdesign Giugiaro. For the 2006 model year (launched in late 2005), Lamborghini introduced many changes to the car to counter some criticisms garnered from the press and owners. The exhaust system was changed to a more sporty one (including a flap to make it quieter during city driving), the suspension was revised, a new steering rack was fitted, the engine power was increased by 20 PS to a maximum of 520 PS and the biggest change was overall lower gearing ratios, especially in 1st to 5th gear. These changes gave the car a much better performance than the original and were also included in the limited edition Gallardo SE. The convertible variant of the Gallardo, called the Gallardo Spyder, was unveiled at the Los Angeles Auto Show in January 2006. It was considered by the company to be an entirely new model, with the engine having a power output of 520 PS (382 kW; 513 hp) and a low-ratio six-speed manual transmission. The Spyder has a retractable soft-top. At the 2007 Geneva Auto Show, Lamborghini unveiled the Gallardo Superleggera. The name paid tribute to the construction style of the first Lamborghini production model, the 350 GT, designed and built by Carrozzeria Touring and its emphasis on weight reduction. The Superleggera is lighter than the base model by 100 kg (220 lb) due to the use of carbon fibre panels for the rear diffuser, undertray, the rearview-mirror housings, the interior door panels, the central tunnel, engine cover; titanium wheel nuts and carbon fibre sports seats. The engine power was uprated by 10 PS courtesy of an improved intake, exhaust and ECU for a total power output of 530 PS. The 6-speed E-Gear transmission was standard on US spec models with the 6-speed manual transmission offered as a no cost option. Production of the Superleggera amounted to 618 units worldwide. Presented at the 2008 Geneva Motor Show, the Gallardo LP 560-4 was a significant update of the Gallardo, powered by a new, uneven firing5,200 cc V10 engine that produces 560 PS at 8,000 rpm and 540 Nm (398 lb/ft) of torque at 6,500 rpm. Featuring “Iniezione Diretta Stratificata” direct fuel injection system to improve efficiency; fuel consumption and CO2 emissions have been reduced by 18% despite the increase in performance. The car was redesigned, inspired by the Murciélago LP 640 and Reventón. The new engine, 40 PS more powerful than in the previous car, comes with two transmission choices: a 6-speed manual or 6-speed E-gear, the latter of which was revised to offer a Corsa mode which makes 40% quicker shifts than before and decreases traction control restrictions, a Thrust Mode launch control system was also added. Accompanied with a 20 kg (44 lb) weight reduction. All the improvements add up to a claimed performance of 0-100 km/h (62 mph) in 3.7 seconds, 0-200 km/h (124 mph) of 11.8 and a top speed of 325 km/h (202 mph). The MSRP b
ase price was $198,000 in the US and £147,330 (including NavTrak vehicle tracking system and delivery package) in the UK. The first US car was sold in the 16th Annual Race to Erase MS charity auction for $198,000 to former True Religion Jeans co-founder/co-creator Kymberly Gold and music producer Victor Newman. The Lamborghini Gallardo LP 560-4 Spyder was unveiled at the 2008 LA Auto Show.as the replacement for the previous Gallardo Spyder. It is the convertible model of the Gallardo LP 560-4 and as such possess all of its features like the new uneven firing 5.2 L V10 engine, improved E-gear transmission and 20 kg (44 lb) weight reduction. Performance has been improved to 0-100 km/h (62 mph) in 3.8 seconds, 0-200 km/h (124 mph) of 13.1 and a top speed of 324 km/h (201 mph) In March 2010, Lamborghini announced the release of the Gallardo LP 570-4 Superleggera, a lightweight and more powerful version of the Gallardo LP 560–4 in the same vein as the previous Superleggera. With carbon fibre used extensively inside and out to reduce weight to just 1,340 kg (2,954 lb) making it the lightest road-going Lamborghini in the range. The odd firing 5.2 L V10 on the LP 570-4 gets a power bump over the standard Gallardo to 570 PS at 8,000 rpm and 540 Nm (398 lb/ft) at 6,500 rpm of torque. Performance has been improved to 0-100 km/h (62 mph) in 3.2 seconds, and a 329 km/h (204 mph) top speed. The Gallardo became Lamborghini’s best-selling model with 14,022 built throughout its production run. On 25 November 2013, the last Gallardo was rolled off the production line. The Gallardo was replaced by the Huracán in 2014

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.

The Aventador SVJ is the fastest Lamborghini you can buy new. With 759bhp and 531lb ft on tap, the SVJ (Superveloce Jota) matches the power output of the ultra-low-volume Centenario and is 29bhp more powerful than the Aventador S. This power figure is produced by a tuned version of Lamborghini’s naturally aspirated 6.5-litre V12 and is transmitted to the road through all four wheels. Four-wheel steering is also fitted, as per the Aventador S, but the SVJ builds upon the standard car’s agility with a second generation of its active aerodynamics system (ALA 2.0), with improvements over the first system including redesigned air inlets and aero channel designs. The system aided the SVJ in lapping the Nürburgring circuit in 6min 44.97sec – a new record for a production car. Lamborghini claims the SVJ’s downforce is 40% greater than that of the Aventador SV – its former performance flagship. Larger side air intakes, a huge rear wing, tweaked underbody with vortex generators and prominent rear diffuser and aerodynamic bodywork at the front help to achieve the improved aero figure. The chassis is tweaked for additional stiffness – a 50% stiffer anti-roll bar compared with the Aventador SV has been fitted, while the suspension’s damping force range is increased by 15% over the SV. Other tweaks to the suspension are claimed to improve the car’s on-track stability. A re-engineered exhaust system reduces back pressure and has been fettled to produce a “more emotive’ sound, as well as being lighter than the standard set-up, with higher exit points. Also among the mechanical upgrades is a tweaked seven-speed automated manual gearbox, while the four-wheel drive system now sends 3% more torque rearwards. The stability control and ABS systems are tweaked to accommodate the greater grip provided by the active aerodynamics. The car’s exclusive aluminium Nireo wheels are shod in specially made Pirelli P Zero Corsa tyres and are stiffer, with a bespoke tread design for the Aventador SVJ. Lamborghini plans to build 900 SVJs, with UK prices starting at around £356,000 when deliveries begin in early 2019. An additional 63 units will be produced in 63 Edition guise, of which the Pebble Beach reveal car is one, celebrating the brand’s 1963 inception. These feature a bespoke colour and trim and will carry a higher price tag than the regular SVJ.

Newest Lamborghini is the Huracan. Replacing Lamborghini’s sales leader and most produced car, the Gallardo, the Huracán made its auto show debut at the March 2014 Geneva Auto Show, and was released in the second quarter of 2014. The name of the Huracan LP 610-4 comes from the fact that this car has 610 metric horsepower and 4 wheel drive. Huracán (huracán being the Spanish word for hurricane) is inspired by a Spanish fighting bull. Continuing the tradition of using names from historical Spanish fighting bulls, Huracán was a bull known for its courage that fought in 1879. Also Huracan is the Mayan god of wind, storm and fire. Changes from the Gallardo included full LED illumination, a 12.3 inch full-colour TFT instrument panel, Fine Nappa leather and Alcantara interior upholstery, redesigned dashboard and central tunnel, Iniezione Diretta Stratificata (IDS, essentially an adapted version of parent Audi’s Fuel Stratified Injection) direct and indirect gasoline injections, engine Stop & Start technology, EU6 emissions regulation compliance, Lamborghini Doppia Frizione (LDF) 7-speed dual-clutch transmission with 3 modes (STRADA, SPORT and CORSA), 20 inch wheels, carbon-ceramic brake system, optional Lamborghini Dynamic Steering variable steering system and MagneRide electromagnetic damper control. In early 2015, the Huracán appeared on Top Gear. It got a neutral review from Richard Hammond who said that it was too tame to be a “proper Lamborghini.” However, it got around the Top Gear test track in 1:15.8 which is faster than any other Lamborghini to go around the track to date, including the Aventador. Now it has been available in the UK for some a couple of years, there are now quite a few on our roads, so it was no surprise to find the model here.

LANCIA

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

There was a line of Stratos-type cars on show. No, none of them were the originals, being instead a replica, but even so, they were rather splendid, and attracted lots of interest. A Bertone-designed concept car called the Lancia Stratos Zero was shown to the public in 1970, but shares little but the name and mid-engined layout with the Stratos HF version. A new car called the New Stratos was announced in 2010 which was heavily influenced by the design of the original Stratos, but was based on a Ferrari chassis and engine. Bertone had no previous business with Lancia, who were traditionally linked with Pininfarina, and he wanted to come into conversation with them. Bertone knew that Lancia was looking for a replacement for the ageing Fulvia for use in rally sports and so he designed an eye-catcher to show to Lancia. Bertone used the running gear of the Fulvia Coupé of one of his personal friends and built a running showpiece around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier and got great applause from the Lancia workers. After that a co-operation between Lancia and Bertone was formed to develop a new rally car based on ideas of Bertone’s designer Marcello Gandini who already had designed the Lamborghini Miura and Countach. Lancia presented the Bertone-designed Lancia Stratos HF prototype at the 1971 Turin Motor Show, a year after the announcement of the Stratos Zero concept car. The prototype Stratos HF (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally for the 1971 public announcement, the mid-mounted Dino Ferrari V6 producing 190 hp. The use of the Dino V6 was planned right from the beginning of the project, but Enzo Ferrari was reluctant to sign off the use of this engine in a car he saw as a competitor to his own Dino V6. After the production of the Dino car had ended the “Commendatore” (a popular nickname for Enzo Ferrari) agreed on delivering the engines for the Stratos, and Lancia then suddenly received 500 units. The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari with Bertone’s Designer Marcello Gandini taking a very personal interest in designing and producing the bodywork. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months. Manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 litreV6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 hp, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h (144 mph). The Stratos weighed between 900 and 950 kilograms, depending on configuration. Power output was around 275 hp for the original 12 valve version and 320 hp for the 24 valve version. Beginning with the 1978 season the 24 valve heads were banned from competition by a change to the FIA rules. Even with this perceived power deficit the Stratos was the car to beat in competition and when it did not suffer an accident or premature transmission failure (of the latter there were many) it had great chances to win. Despite the fact that the Stratos was never intended to be a race car, there were two Group 5 racing cars built with 560 hp, using a single KKK turbocharger. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The last victory of the Stratos was in 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favoured the Fiat 131 for rallying Lancia also built two Group 5 turbocharged ‘silhouette’ Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d’Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. One of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems. The last surviving car would win the Giro d’Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos’, Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005. The Stratos also gained limited success in 24 Hours of Le Mans, with a car, driven by Christine Dacremont and Lella Lombardi, finishing 20th in 1976

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

Lancia launched the Delta in 1979, as what we would now think of as a “premium hatch”. Offered in 1300 and 1500cc engines, this car, which collected the prestigious “Car of the year” award a few months later, brought Italian style and an expensive feeling interior to a new and lower price point in the market than Lancia had occupied since the early days of the Fulvia some 15 years earlier. The range grew first when a model was offered using the 4 speed AP automatic transmission and then in late 1982, more powerful models started to appear, with first a 1600cc engine, and then one with fuel injection, before the introduction of the HF Turbo. All these cars kept the same appearance and were quite hard to tell apart. These were the volume models of the range, but now they are very definitely the rare ones, as it is the performance versions which have survived and are now much loved classics, even though relatively were sold when they were new, thanks to a combination of the fact that they were quite costly and that they only ever came with left hand drive. 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. There were several examples of the Integrale here.

LINCOLN

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

LOTUS

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

There was also a Plus 2 here. 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.

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”.

Parked up with the Lotus cars were examples of the Ford Lotus Cortina, in Mark 1 guise. The history of this model began in 1961, before the launch of Ford’s family saloon. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive and his chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine. The engine’s first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit (82.55 mm bore to give 1,557 cc). This was in order to get the car closer to the 1.6 litre capacity class in motorsport. Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. Chapman quickly accepted, although it must have been very busy in the Cheshunt plant, with the Elan about to be launched. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc 105 bhp engine, together with the same close-ratio gearbox as the Elan. The rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille. Interior modifications were limited to a centre console designed to accommodate the new gear lever position, different seats and the later style dashboard, featuring tachometer, speedometer, oil pressure, water temperature and fuel level gauges. A wood-rimmed steering wheel was fitted. The suspension changes to the car were quite extensive; the car received shorter struts up front, forged track control arms and 5.5J by 13 steel wheel rims. The rear was even more radical with vertical coil spring/dampers replacing the leaf springs and two trailing arms with a A- bracket (which connected to the differential housing and brackets near the trailing arm pivots) sorting out axle location. To support this set-up, further braces were put behind the rear seat and from the rear wheelarch down to chassis in the boot. The stiffening braces meant that the spare wheel had to be moved from the standard Cortina’s wheel well and was bolted to the left side of the boot floor. The battery was also relocated to the boot, behind the right wheelarch. Both of these changes made big improvements to overall weight distribution. Another improvement the Cortina Lotus gained was the new braking system (9.5 in front discs) which were built by brake specialist Girling. This system also was fitted to Cortina GTs but without a servo, which was fitted in the Cortina Lotus engine bay. Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities. The Cortina Lotus used a 8.0 in diaphragm-spring clutch, whereas Ford fitted coil-spring clutches to the rest of the range. The remainder of the gearbox was identical to the Lotus Elan. This led to a few problems because although the ultra-close gear ratios were perfect for the race track or open road, the clutch was given a hard time in traffic. The ratios were later changed. The early cars were very popular and earned some rave reviews; one magazine described the car as a tin-top version of a Lotus 7. It was ‘THE car’ for many enthusiasts who before had to settle for a Cortina GT or a Mini-Cooper and it also amazed a lot of the public who were used to overweight ‘sports cars’ like the Austin-Healey 3000. The launch was not perfect however, the car was too specialist for some Ford dealerships who did not understand the car; there are a few stories of incorrect parts being fitted at services. There were a few teething problems reported by the first batch of owners, (most of these problems show how quickly the car was developed) some of the engines were down on power, the gear ratios were too close and the worst problem was the differential housing coming away from the casing. This problem was mainly caused by the high loads put on the axle because of the A bracket it was an integral part of the rear suspension. This was made even worse by the fact any oil lost from the axle worked its way on to the bushes of the A bracket. There were 4 main updates made to the Mk1 Lotus during its production to solve some of these problems. The first change was a swap to a two-piece prop shaft and the lighter alloy transmission casing were changed for standard Ford items; this also included swapping the ultra close ratio gears for Cortina GT gear ratios, the main difference was 1st, 2nd and reverse were much higher ratios. from 1964, standard panels were used rather than the light alloy ones. Alloy items and ultra-close ratios could be specified when buying new cars. The 2nd main change came in late 1964 when the entire Cortina range had a facelift which included a full width front grille and aeroflow outlets in the rear quarters because the Cortina Lotus also gained Ford’s new ventilation system which also included an update to the interior. The third and probably most important change came in mid-1965, when the Lotus rear suspension was changed for the leaf springs and radius arms of the Cortina GT. This replaced all the stiffening tubing as well. The last update also came in 1965 when the rear drums were swapped for self-adjusting items and also the famous 2000E gearbox ratios were used. These lowered 1st and reverse about halfway between the Cortina GT ratios and the ultra close-ratio box. All these changes made the cars less specialised but far more reliable and all the special parts were still available for competition as well as to members of the public. The Cortina Lotus had by this time earned an impressive competition reputation. It was also being made in left hand drive when production finished around late 1966 and the Mk2 took over. 3306 examples were made. It is sometimes suggested that the survival rate is well in excess of that, with many cars being created out of non-Lotus models. There certainly are plenty of those around, so it really is a case of “buyer beware” if in the market to acquire one of these cars.

Ford wanted to change a few things for the Mk2, the Mk1 had done all and more than they could expect in competition, but the public linked its competition wins with Lotus and its bad points with Ford. Ford still wanted to build a Mk2 Lotus and compete with it, but Lotus were moving from Cheshunt to Hethel so it was a bad time for them to build another model. Ford were also concerned with the unreliability of the Lotus built cars. So a decision was made at Ford that to continue with its competition drive and make the car more cost effective they would make the car at Dagenham themselves, alongside the other Cortinas. So the Mk2 had to be much easier to build than the Mk1 so that it could be made alongside Mk2 GT production, just with a different engine and suspension. The Mk2 took a while to appear, first appearing in 1967. The main difference was the choice of colours and the lack of a stripe, although most had them fitted at Ford dealers at extra cost. The only cosmetic changes made were a black front grille, 5.5J x 13 steel wheels and Lotus badges on rear wings and by the rear number plate. The badge on the front grille was an option at first. Unlike the Mk1, the Mk2 was also made in left hand drive from the start of production. The Mk2 Cortina Lotus also gained an improved and more powerful (109 bhp) engine, which was formerly supplied as the special equipment engine option on Lotus Elan and the Cortina Lotus Mk1. The gearbox ratios remained 2000E ones but the car now used the Mk2 GT remote-control gearchange. The car also had a different final drive of 3.77:1 rather than 3.9:1. The Mk2 was a wider car than the Mk1, so although they looked the same, the steel wheels had a different offset so as not to upset the tracking, and radial tyres were now standard. Another attraction was the larger fuel tank. The spare wheel could now be mounted in its wheel well, but the battery remained in the boot to aid weight distribution. The only real difference to the engine bay was the air cleaner mounted on top of the engine. The interior was almost identical to a GT. The Mk2 did exactly what Ford wanted, it was far more reliable whilst still quick enough to be used in competition, until it was replaced by the Escort Twin Cam. The car did receive a few updates, but none as urgent as the Mk1’s. Only a few months after production started, the Lotus badge on the rear panel was cancelled and a new TWIN CAM badge was fitted under the Cortina script on the boot lid. Despite the badge changes, Ford UK continued to market the model as the “Cortina Lotus”. The new combined clock and centre console was fitted. In late 1968 the entire Mk2 range received some cosmetic changes; for the Lotus, this meant that the 4 dials on top of the dash were brought down and made part of the dash. An internal bonnet release and a more conventional mounting for the handbrake were also phased in. A new single-rail gearshift mechanism was used. The car stayed in production until 1970. The Cortina Lotus was marketed in Europe as the Cortina Twin Cam in 1969/70. Two 4-door versions were supplied to the Mid-Anglia Constabulary for evaluation as use as a fast patrol and pursuit car by British Police forces. The trial never went beyond the two vehicles, which are both still in existence.

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

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

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

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.

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

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.

We are now on the third generation Exige and several of them were here as well as some of the earlier models. The first Exige was launched in 2000 and was effectively a closed coupe version of the Elise. It was fitted with a naturally aspirated 1.8 litre Rover K Series Inline-four engine in VHPD (Very High Performance Derivative) tune. It produces 177 bhp at 7,800 rpm in standard form. There was also a “track spec” version with 192 bhp available. The car has a five-speed manual gearbox, and a claimed top speed of 219 km/h (136 mph). 0–60 mph was achieved in 4.7 seconds and 0–100 km/h (62 mph) in 4.9 seconds. The first Exige used the round, less aggressive headlights of the first generation Elise, although the Elise was updated soon after the introduction of the Exige. The Series 1 was built until 2002, and 604 examples were made. It was not replaced until the Series 2 of 2004.

At the Frankfurt 2011 Show, the 2012 version of the Exige S was announced. It features a supercharged 3.5 litre V6 engine (from the Evora S) rated at 345 hp. In 2013, a roadster version was introduced with only minor changes to the design for the removable top. The engine and performance were virtually unchanged from the coupe. To accommodate the V6 engine, the new model is approximately 25 cm (9.8 inches) longer and 5 cm (2.0 in) wider (exterior bodywise) than the model with the inline-four engine, being 4,052 mm (159.5 inches) long, 1,802 mm (70.9 in) wide (not counting the mirrors) and 1,153 mm (45.4 in) tall. The drag coefficient is 0.433. Since that time there have been a bewildering array of different versions and you need to be a real marque expert to tell them all apart. The policy has worked, though, as sales have remained steady whilst Lotus try to amass the finances to develop any all new models. The Exige V6 Cup is a track oriented version of the Exige S while the Exige CupR is the track-only version of Exige V6 Cup. The Exige V6 Cup is offered for sale in the United States as a track only car. If purchased, US Lotus Dealers will only provide a bill of sale instead of a title. The vehicles were unveiled at the 2013 Autosport International motor show. Limited to 50 examples, the Lotus Exige 360 Cup was revealed on 14 August 2015. The car is powered by a 3.5-liter supercharged Toyota V6 delivering 355 hp. The Lotus Exige Sport 380 is a track focused and more powerful version of the Lotus Exige lineup. It was unveiled on 23 November 2016. Lotus’ CEO, Jean-Marc Gales describes it as, “The Exige Sport 380 is so good, that it is no longer the best in class, it’s now in a class of its own”, and it fulfills this statement by taking on some of the powerful and expensive super cars both on the track and the streets. The 3.5-litre, super-charged V6 engine is now uprated and produces 375 hp and 410 Nm (302 lb/ft) of torque with a 6500 rpm red line achieved by revised supercharger and ECU. It can accelerate from 0 to 60 mph in 3.5 seconds and has a top speed of 178 mph (286 km/h). The interior is also stripped out and features necessary driver aids. The Exige Sport 380 weighs 1,076 kg (2,372 lb), thanks to the extensive use of carbon fibre on the exterior as well as the interior, the application of polycarbonate windows instead of traditional glass windows and a newly designed rear transom panel which features two rear lights instead of four.The Lotus Exige Cup 380 is a more hardcore variant of the Exige Sport 380. Performance of the car remains the same as the Sport 380 but it features more aero components and a larger rear wing to produce more downforce at high speeds. The Exige Cup 380 generates 200 kg (441 lb) of downforce at its maximum speed of 175 mph (282 km/h); the top speed is reduced due to excess downforce and more drag. It features a more stripped out interior in order to save weight and other light weight carbon fiber components, Lotus states a lowest possible dry weight of only 1,057 kg (2,330 lb). On 9 November 2017, Lotus unveiled the most powerful version of the Exige to date called the Exige Cup 430, producing 430 PS (424 hp) and using the Evora GT430’s powertrain, modified to fit in the smaller Exige. The car body can produce 220 kg (485 lb) of downforce. The Cup 430 is 19 kg (42 lb) lighter than the Sport 380 due to the use of carbon fibre in body panels and interior and a titanium exhaust. The gearbox allows quicker gearshifts than the previous model. The Cup 430 is not offered with an automatic gearbox. The Lotus Exige Cup 430 is capable of covering the Hethel circuit in 1 minute 24.8 seconds – the fastest production car to lap the circuit – 1.2 seconds faster than the road going Lotus 3-Eleven.

Lotus dusted off the Europa name for a new car In 2005, based on the Elise, which was officially introduced at the 2006 Geneva Motor Show. Lotus Europa S production commenced in July 2006 and continued to 2010. The engine was a 2.0 litre turbo delivering 197 bhp at 5,400 rpm, with a maximum torque of 272 N·m (201 lb·ft) at 5,400 rpm, delivering 0-60 mph in 5.6 seconds and a maximum speed of 143 mph. Lotus did not export the Europa S to the USA, but despite this, the American manufacturer Dodge developed an electric vehicle based on the Europa, known as the Dodge Circuit, which it planned to bring to the US market by 2010, but the project was cancelled in May 2009. The Europa SE was unveiled at the Geneva International Motor Show on 5 March 2008. The Europa was an upgraded model with more comfort in mind, intended to bring in more customers. The Europa S motor was modified to bring power to 222 bhp and torque to 300 N·m (221 lb·ft). Neither version was a success, though and the Europa was discontinued in 2010 after a short model life.

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.

This is a 340R, effectively a special edition of the Lotus Elise, and the model is, amazingly, already celebrating its 15th anniversary. Just 340 of them were built, in 2000, and all were sold before they were manufactured. It used a custom built bodyshell with no roof or doors. All the cars came with a silver and black colour scheme. They used a tweaked version of the familiar Rover K-Series engine called VHPD (Very High Power Derivative) used in the regular Elise, producing 177 bhp at 7800 rpm and 127 ft·lb of torque at 6750 rpm as standard, or 187 bhp at 7500 rpm and 139 ft·lb at 5600 rpm with optional Lotus accessories. Weighing just 700kg, this was sufficient to give the car a 0 – 60 time of just 4.4 seconds. Special A038R tyres were developed for the 340R in collaboration with Yokohama. Whilst it is road-legal in the UK, most of the surviving cars are used for racing, track use, or demonstrations.

MARCOS

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

This is one of a series of Marcos models produced in the company’s renaissance period of the late 1980s and 1990s. The original Marcos company was one of many which suffered in the mid 1970s, and ceased building cars, but unlike some of the others of this ilk, that was not the end of the story, as marque founder Jem Marsh resurrected the Marcos brand in 1981, offering the previous GT cars as kits. Engine options included Ford’s 3.0 Essex V6, 2.8 Cologne V6, 1600 Crossflow, 2.0 Pinto and 2.0 V4, plus Triumph’s 2.0 and 2.5 straight six. About 130 kits were sold up to 1989. In 1983 the Marcos Mantula was introduced, externally very similar to the old GT, but now powered by a 3.5-litre Rover V8 with a 5-speed gearbox. This alloy engine weighed less than the previous six-cylinder cast-iron units, reducing overall weight to about 900 kg and making the car competitive against other Rover-powered sports cars such as TVR and Morgan. The engine evolved into the Rover Vitesse EFi engine, and later Mantulas were fitted with the 3.9 EFi. In 1986 the model was made available as a convertible, the Marcos Spyder, which would outsell the coupés in later production. 1989 saw the introduction of independent rear suspension, together with the Ford Sierra’s 7″ differential and rear disc brakes. The independent suspension allowed a full-width boot and the relocation of the battery and heater/air conditioning. 170 coupés and 119 Spyders were produced. Launched in 1991, the Marcos Martina was externally very similar to the Mantula, but with flared front wheel arches. It used the Ford Cortina’s 2-litre four-cylinder engine, steering and suspension, and approximately 80 were produced. Originally available as kits or factory-built, the cars were all factory-built from 1992. Production of the Mantula and Martina ceased in 1993. In 1992 Marcos left the kit car business, all cars from this point onwards being factory built, and launched the Marcos Mantara which was sold through dealers in limited numbers. The main difference between the Mantara and the Mantula was the adoption of MacPherson strut front suspension in place of the Triumph suspension and associated trunnions. This change resulted in a wider front track, different bonnet, and flared front arches. The rear wheel arches and rear lights were also changed to give the car a more modern appearance. Power steer