Midsummer’s Evening at Classic Motor Hub – June 2022

Situated on a narrow country road a couple of miles to the north of the popular Cotswold village of Bibury, the Classic Motor Hub is one of those places you would be most unlikely to find by accident but once you know it is there, you will want to visit and to return time and again. At its heart, this is a Classic Car and Motor Cycle Sales business but there is a bit more to it than that. For sure, the highly experienced sales team at the Hub carefully select what they consider to be the most interesting, high-quality and exceptional classic and collector vehicles to display in their showrooms, specialising in vintage, classic and high-performance sports cars. However, they do also have modern and emerging classic cars on show as well, and there is a plentiful supply of motoring ephemera both on display and available to purchase. The business also works to prepare cars for major events such as Concours and Goodwood and some of the cars you will find there are being stored there by owners from around the globe so their cars are ready for that special event in the coming weeks and months. Unlike lot a lot of the Classic Dealers, the Motor Hub actively welcomes visitors, who can drop in for a chat, a coffee or to look around. The site itself is interesting, too, as the Classic Motor Hub’s home has an illustrious past as an RAF Fighter Command base during World War Two. Initially commandeered as a Relief Landing Ground (RLG) for the nearby RAF South Cerney flying school in 1940, it was soon used as a fully-fledged fighter station. It helped to protect Cheltenham and the area south of Birmingham, housing No 87 Squadron RAF (Hurricanes) and No 92 Squadron (Spitfires). By the end of 1944, the site had outlived its usefulness as an operational airfield, and RAF Bibury was transferred to Maintenance Command and used for storage until 1950. Today the site’s history is still very evident: The Cotswold Collectors hangar is an original ‘blister’ aircraft shelter and much of the original aircraft hard-standing remains in use for classic events today. To complement their core activities, and to make themselves better known in the car enthusiast community, the venue holds a number of events during the year. Some are themed, and indeed I recall enjoying a particularly good showing of Italian Cars there back in 2019, whereas others are just offered to a more general audience of owners and fans of classic and sports cars. Like all businesses, these events had to stop during the lockdown periods of 2020 and 2021 but now that all restrictions have been lifted, there is a program planned across the rest of this year. The one presented here was an evening gathering on MidSummer’s Day, maximising the hours of daylight with a capacity turnout of classic and interesting cars, with the added benefit of being able to look around the showrooms.

VISITING CARS

It did not take long for the site to appear “full”, with cars parked in front of the hangars and also on the hard standing around the back and extending out onto the grass. The marshalls tried to direct the most interesting cars to the most central locations, but as more cars arrived, this became more or less mission impossible and later arrivals had to park up wherever there was space. There was a very varied assembly of cars here, with some of the model types that you expect to see and some that were rather rarer than that.

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ABARTH

We had announced this as an event on a couple of Abarth pages, but it did not attract much of a response, so there were only a few examples of the marque here.

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.

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Most recently, the top of the range has seen the return of the Esseesse badging, but this time the car comes like this from the factory rather than relying on the dealer to fit the upgrades. The 595 Esseesse was launched early in 2019. In essence this is similar to a 595 Competizione, but with almost every item of equipment included as standard The Esseesse specifically gains a mechanical limited slip differential, a new dual exit exhaust system from specialists Akrapovic, high-performance Brembo front brakes, eye-catching, bright white multispoke 17-inch alloy wheels and a pair of huge carbon-fibre backed bucket seats from Sabelt. Elsewhere, it’s sprung by Koni Frequency Selective Damping suspension front and rear and is wrapped up in the latest 595 bodykit. The 595 Esseesse is available with either the hatch or the cabrio body though there are very few of the latter in the UK. The car seen, in the long-lived and popular colour of Campovolo Grey, belongs to Rob McCarthy.

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There was more examples of the 124 Spider here. Eagerly awaited, the 124 Spider went on sale in September 2016. A quick reminder as to what this car is: The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a 0-62mph time of 6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. 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. The final cars were sold during 2019, so there are only around 1800 of them in the UK, which means that this is always going to be quite a rare sighting.

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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. This one is a Crendon 427. According to the company’s website: Crendon Replicas has been manufacturing authentic style Cobra replicas since 1990. The CR427 is the lifelong accomplishment of now retired John Kerr. His passion for engineering, design, and enthusiasm for nothing other than perfection now lives on in the CR427 under the ownership of Anthony Hale. Since 2001 Anthony has been building some of the UK’s finest Cobra recreations and has built an exceptional reputation throughout the industry for supplying Cobras to private individuals and prestige dealers alike. With a consistently growing number of Cobra builds to date under his company of Absolute Horsepower Ltd, the CR427 will now continue to uphold its rightful place as one of the most respected Cobra replicas in the UK. Now based in Wellington, Somerset and working from a purpose-built workshop each CR427 is handcrafted using the original designs, tooling and bespoke fabrication techniques that have been implemented on every Crendon build to date. All fabrication where possible is carried out in house, ensuring the highest level of quality control and minimising downtime from external sources. Although in a new location the established Crendon name is here to stay. Authentic style, elegant design and bullet proof handling are just some of the attributes owners can expect when driving a CR427 and with a reputation for the very best customer service and unrivalled attention to detail Crendon Replicas re-engages its customers with the true driving experience of the 1960’s.

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ALFA ROMEO

Following the 1900 family, Alfa’s next new model range would be cheaper and aimed at capturing some of the market from middle class buyers. Known as Giulietta, the 750 and later 101 Series were a series of family-sized cars made from 1954 to 1965, and Alfa Romeo’s first, successful, foray into the 1.3-litre class. The first to be introduced was the Giulietta Sprint 2+2 coupé which was premiered at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant, near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina arrived. The Giulietta used unibody construction and a front-engine, rear-wheel-drive layout. Front suspension was by control arms, with coaxial coil springs and hydraulic dampers. At the rear there was a solid axle on coil springs and hydraulic dampers. The axle was located by a longitudinal link on each side, and by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas (save for the last SZ examples) had hydraulic drum brakes on all four corners. The Giulietta used an Alfa Romeo Twin Cam straight-four of 1290 cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured 74.0 mm and 75.0 mm. The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers. The double overhead camshafts were driven by two timing chains, and acted on two valves per cylinder, angled 80°. In 1957 a more powerful Berlina version, called Giulietta T.I. (Turismo Internazionale) was presented with minor cosmetic changes to the bonnet, the dial lights and rear lamps. Carrozzeria Colli also made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi also made a few station wagon examples called Weekendina. A new version of the Giulietta Berlina debuted at the Frankfurt Motor Show in 1959. Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, and moving the previously exposed fuel filler cap from the tail to the right rear wing, under a flap. The bodywork showed a revised front end, with more rounded wings, recessed head lights, and new grilles with chrome frames and two horizontal bars. The rear also showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings. The interior was much more organised and upholstered in new cloth material; the redesigned dashboard included a strip speedometer flanked by two round bezels, that on the T.I. housed a tachometer and oil and water temperature gauges. The T.I. also received a front side repeater mounted in a small spear, unlike the Normale which kept the earlier small round lamp with no decorations. During 1959 the type designation for all models was changed from 750 and 753 to 101. In February 1961 the 100,001st Giulietta rolled out of the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn 1961 the Giulietta was updated a second time. Both Normale and T.I. had revised engines and new exhaust systems; output rose to 61 bhp and 73 bhp. With this new engine the car could reach a speed of almost 100mph. At the front of the car square mesh side grilles were now pieced together with the centre shield, and at the rear there were larger tail lights. Inside the T.I. had individual instead of bench seats, with storage nets on the seatbacks. June 1962 saw the introduction of the Alfa Romeo Giulia, which would eventually replace the Giulietta. As until 1964 the Giulia only had a larger 1.6-litre engine, production of the standard Berlina ended with 1963, whilst the T.I. continued for a full year more. A last T.I. was completed in 1965. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.6-litre engine, received some updates and continued to be sold under the Giulia name until they were replaced by all-new Giulia-based models during 1965. These days., the Berlina is the model you see the least often. A few of the model are used in historic racing where the car takes on the might of those with far larger engines. A total of 177,690 Giuliettas were made, the great majority in Berlina saloon, Sprint coupé or Spider roadster body styles. It was the Giulietta Spider that was to be seen here.

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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.

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The original 1966 Spider shape was the result of a number of Pininfarina design studies, concept cars showing traits incorporated in the final production design. The first one was the Alfa Romeo Superflow, a concept car built upon the chassis of a retired 6C 3000 CM racing car and first show at the 1956 Turin Motor Show. Despite being an aerodynamic coupé with prominent fins on the rear, and a futuristic all-plexiglas greenhouse and front wings, the Superflow already shown the overall body shape of the future Spider and the scallops on the sides. In the following years the Superflow was updated three times into three more different concept cars, namely a Superflow II coupé, then an open-top spider and finally another Superflow IV coupé. The most significant in the Spider’s design history was the second, the open-top Alfa Romeo Spider Super Sport, shown at the 1959 Geneva Motor Show. It did without the rear fins of the Superflow and Superflow II, showing for the first time the rounded cuttlebone-shaped tail and tail light configuration of the Spider. Last of the Spider’s forerunner was the Alfa Romeo Giulietta SS Spider Aerodinamica, which premiered at the 1961 Turin Motor Show, and was based on the Giulietta Sprint Speciale. Very close to the shape of the production car, its main design differences were at the front, due to hideaway headlamps. Despite the almost final design being ready in 1961, the continuing success of existing models and the economic challenges facing Italy at the time meant that the first pre-launch production Spiders began to emerge from the Pininfarina production line only at the end of 1965. The Spider was launched at the 36th Geneva Motor Show in March 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

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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. 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.

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The GTV and Spider 916 Series is a range which achieved classic status almost before production ceased, and thanks to the much improved rust protection and build quality standards of the late 90s, the survival rate is good. Prices for the remaining cars did continue to diminish for some time but in recent months they have started to increase suggesting that the market has seen the appeal of these cars, something the owners did not need to be told. The 916 Series cars were conceived to replace two very different models in the Alfa range. First of these was the open topped 105 Series Spider which had been in production since 1966 and by the 1990s was long overdue a replacement. Alfa decided to combine a follow on to the Alfetta GTV, long out of production, with a new Spider model, and first work started in the late 1980s. The task was handed to Pininfarina, and Enrico Fumia’s initial renderings were produced in September 1987, with the first clay models to complete 1:1 scale model made in July 1988. Fumia produced something rather special. Clearly an Italian design, with the Alfa Romeo grille with dual round headlights, recalling the Audi-based Pininfarina Quartz, another design produced by Enrico Fumia back in 1981, the proposal was for a car that was low-slung, wedge-shaped with a low nose and high kicked up tail. The back of the car is “cut-off” with a “Kamm tail” giving improved aerodynamics. The Spider would share these traits with the GTV except that the rear is rounded, and would feature a folding soft-top with five hoop frame, which would completely disappear from sight under a flush fitting cover. An electric folding mechanism would be fitted as an option. Details included a one-piece rear lamp/foglamp/indicator strip across the rear of the body, the minor instruments in the centre console angled towards the driver. The exterior design was finished in July 1988. After Vittorio Ghidella, Fiat’s CEO, accepted the design, Alfa Romeo Centro Stile under Walter de Silva was made responsible for the completion of the detail work and also for the design of the interiors, as Pininfarina’s proposal was not accepted. The Spider and GTV were to be based on the then-current Fiat Group platform, called Tipo Due, in this case a heavily modified version with an all new multilink rear suspension. The front suspension and drivetrain was based on the 1992 Alfa Romeo 155 saloon. Chief engineer at that time was Bruno Cena. Drag coefficient was 0.33 for the GTV and 0.38 for the Spider. Production began in late 1993 with four cars, all 3.0 V6 Spiders, assembled at the Alfa Romeo Arese Plant in Milan. In early 1994 the first GTV was produced, with 2.0 Twin Spark engine. The first premiere was then held at the Paris Motor Show in 1994. The GTV and Spider were officially launched at the Geneva Motor Show in March 1995 and sales began the same year. The cars were well received. At launch, many journalists commented that Alfa had improved overall build quality considerably and that it came very close to equalling its German rivals. I can vouch for that, as I owned an early GTV for eighteen months, and it was a well built and reliable car. In 1997 a new engine, a 24-valve 3.0 litre V6, was available for the GTV along with bigger, 12.0 inch brakes and red four-pot calipers from Brembo. The console knobs were changed from round central to rectangle ones and to a three-spoke steering wheel. Some versions were upgraded with different front bumper mesh to bring the wind noise down to 74 dBA. In May 1998 the cars were revamped for the first time, creating the Phase 2 models. Most of the alterations were inside. The interior was changed with new centre console, painted letters on skirt seals, changed controls and switches arrangement and different instrument cluster. Outside, the main changes included chrome frame around the grille and colour-coded side skirts and bumpers. A new engine was introduced, the 142 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.

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The Alfa Romeo 4C is a two-seater, rear-wheel drive coupé with technology and materials derived from the Alfa Romeo 8C Competizione, with a 1750 cc turbo petrol engine with direct injection, the “Alfa TCT” twin dry clutch transmission, and the Alfa DNA dynamic control selector. The 4C concept version was unveiled in the 81st Geneva Motor Show in March 2011, followed by the Mille Miglia 2011 parade, Goodwood Festival of Speed 2011,2011 Frankfurt Motor Show. It was displayed for the first time outside in Concorso d’Eleganza Villa d’Este in 2012. Compared to the production version, it is very similar, with the biggest differences being front lights, side vents and mirrors. The Alfa Romeo 4C Concept was voted the ‘Most Beautiful Concept Car of the Year’ award by the readers of German magazine Auto Bild, and won the Auto Bild Design Award 2011. It was awarded the “Design Award for Concept Cars & Prototypes” by referendum of the public in Villa d’Este. The production car was unveiled at the 2013 Geneva Motor Show, followed by 2013 Essen ‘Techno Classica’, Goodwood Festival of Speed 2013, Moscow Raceway, 2013 Frankfurt Motor Show. The bare ‘4C000’ chassis was also shown at the 2013 Geneva Motor Show. Ordering of European models began in October 2013 at Alfa Romeo dealerships in Europe. As part of the Alfa Romeo 4C launch, Alfa Romeo Style Centre and Compagnia Ducale designed a 4C IFD (Innovative Frame Design) Bicycle, inspired by the Alfa Romeo 4C coupé. The vehicle went on sale in December 2013 and marketed in Europe, Asia and America. Production of the 4C began May 2013 at Maserati’s plant in Modena, with an expected production of up to 2500 units per year. It was the first mass-produced Alfa Romeo model to be sold in the US market since 1995 when the 164 sedan stopped being sold in the US. Production of the Alfa Romeo 4C was originally estimated to be over 1000 units per year, with an upper limit of 3500 units per year, depending on the quantity of carbon fibre chassis that can be built by the supplier Adler Plastic.Within the 3,500-unit quota, 1,000 units are earmarked for Europe. Delivery of the European Alfa Romeo 4C Launch Edition took place at Balocco (Vercelli, Italy) Test Centre. In 2018, the 4C coupe was discontinued for the North American market. The 4C Spider, however continued to be sold there for model year 2019 and model year 2020. In other markets, such as Australia and Japan, both the coupe and Spider continued. In late 2020, a new tribute-edition named the 4C Spider 33 Stradale Tributo was announced. The car was designed by Centro Stile Alfa Romeo (Style Centre) and developed by Alfa Romeo. The chassis is composed of a central carbon fibre tub, with aluminium subframes front and rear. The carbon fibre tub is produced by TTA (Tecno Tessile Adler) in Airola, as a joint venture between Adler Plastic and Lavorazione Materiali Compositi. The carbon fibre components that make up the chassis are cut using CNC technology. The entire carbon-fiber monocoque chassis (“tub”) of the car weighs 143 pounds (65 kg). Front and rear aluminium subframes combine with the tub, roof reinforcements and engine mounting to comprise the 4C chassis giving the vehicle a total chassis weight of 236 lb (107 kg) and a total vehicle curb weight of just 2,465 lb (1,118 kg). The 4C has a single carbon fibre body, similar to the body of many supercars. The outer body is made of a composite material (SMC for Sheet Moulding Compound) which is 20% lighter than steel. The stability is comparable to steel and better than aluminium. The 4C employs double wishbone suspensions at the front and MacPherson struts at the rear. The resultant weight distribution is 38% on the front and 62% on the rear axle. Wheels and tyres have different diameters and widths front and rear: 205/45 R17 front and 235/40 R18 back as standard, with optional 205/40 R18 and 235/35 R19. Both wheel options come equipped with Pirelli P Zero tyres. The 4C uses vented disc brakes on all wheels; Brembo 305 millimetres (12.0 in) on the front and 292 millimetres (11.5 in) on the rear. The car can stop from 100 km/h (62 mph) in 36 metres. To save weight and increase steering feel, the 4C has no power steering. Its center of gravity height, at 40 centimetres (16 in) off the ground, is 7 centimetres (2.8 in) lower than that of the Lotus Elise. The 4C uses a new all-aluminium 1,742 cc inline 4 cylinder turbocharged engine producing 240 PS at 6000 rpm. The engine has been designed for minimum weight. The engine’s combined fuel consumption 6.8 l/100 km (42 mpg‑imp; 35 mpg‑US).[4] 0–62 mph (0–100 km/h) acceleration is achieved in 4.5 seconds and the top speed is 258 km/h (160 mph), the power-to-weight-ratio being just 0.267 hp/kg (8.22 lb/hp) A journalist from Quattroruote car magazine demonstrated how the 4C accelerates from 0–100 km/h (0–62 mph) faster than 4.5 seconds. In race mode, with left foot on the brake pedal, if you pull the right shift paddle the engine will rev to 3500 rpm, but if you also pull the left paddle the engine will rev to 6000 rpm and 0–100 km/h (0–62 mph) time will go down to 4.2 seconds. Italian car magazine Quattroruote published the lap time of 4C around Nürburgring. It lapped the ring in 8:04. The 4C is equipped with a six speed Alfa TCT Dual Dry Clutch Transmission, and can be operated via gearshift paddles on the steering wheel. It also has an Alfa ‘DNA’ dynamic control selector which controls the behavior of engine, brakes, throttle response, suspension and gearbox. In addition to the modes already seen in Giulietta, the 4C has a new “Race” mode. The U.S. version of the 4C was introduced in the 2014 New York International Auto Show with the first 100 4C’s being shipped to the U.S. early July, with a total of 850 being shipped by the end of 2014. The U.S. model includes extra bracing and strengthening required to meet U.S. crash regulations (including aluminium inserts in the carbon fiber chassis), resulting in 100 kg (220 lb) of weight increase. This version also has new headlamps similar to those seen before in the 4C Spider version. In 2018, the 4C coupe was discontinued for the North American market due to US DOT NHTSA FMVSS 226 Ejection Mitigation. The regulation called for a progressive compliance date based on volume and, due to low volume, the 4C was allowed to continue until the last compliance date of 9/1/2017, thus all 2018 4C coupes in North America have build dates of 8/2017 or earlier. The 4C Spider, however continued to be sold in North America for model year 2019 and model year 2020. The Spider version of the 4C was previewed showing a pre-production prototype at the 2014 Geneva Motor Show. Sharing its engine with the Coupé version, the 4C Spider has different external parts such as the headlights, exhaust and engine hood, as well as a different roof section that features a removable roof panel. The North American spec 4C reflects a weight difference of only 22 lb (10 kg) (2,465 lbs vs. 2,487 lbs) for the Spider variant. Top speed is quoted at 257 km/h (160 mph) and acceleration from 0 to 100 km/h (62 mph) at 4.5 seconds. The 4C Launch Edition was a limited and numbered edition, unveiled at the vehicle’s launch at the 2013 Geneva Motor Show. The vehicle came in a choice of four paint colours (Rosso Alfa, Rosso Competizione tri-coat, Madreperla White tri-coat or Carrara White matte). 500 examples were reserved for Europe/ROW, 500 for North America, 88 for Australia (Rosso Alfa and Madreperla White only), 200 to Japan and 100 for the Middle East. Note that the original press release cited 500 for North America, 400 Europe, and 100 ROW; however, the plaques on actual cars suggest that more were built and are the numbers referenced above. Distinguishing features of the Launch Edition were carbon fiber trim (including headlight housings, spoiler and door mirror caps), rear aluminium extractor with dark finishing, Bi-LED headlights, dark painted 18-inch front and 19-inch rear alloy wheels, additional air intakes on the front fascia, red brake calipers, racing exhaust system, BMC air cleaner, specific calibration for shock absorbers and rear anti-roll bar, leather/fabric sports seats with parts in Alcantara and a numbered plaque. Alfa Red coloured cars got matching red stitching on the steering wheel, handbrake, mats, handles and sports seats. In Europe the vehicle went on sale for 60,000 euros including VAT. The 4C Competizione is a limited edition version of the 4C introduced in the 2018 Geneva Motor Show, finished in matte Vesuvio Grey, with carbon details on the roof, rear spoiler, mirror caps, side air vents and headlight moulding. The run reportedly consisted of 108 units. The Japanese market received 25 units, and 10 units were assigned to Australia. The US-market received no Competizione editions. The car had a very mixed reaction. The UK press hated it at launch, but owners generally disagreed and loved it. A total of 9117 were built before production ceased in 2020.

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ALPINA

There was also an Alpina version of the E28 here, a B9. There were three different Alpina models based on the E28, the B7S Turbo and the B9 and B10 Saloons. The B9 came first, launching in November 1981, a few months after the debut of the standard E28, featuring a 3.5 litre inline 6 cylinder engine. When this unit was updated in 1985, the model designation changed to B10. 577 of these cars were made. In standard form, the BMW 3.5 litre engine delivered 218 bhp, but after the special Alpina treatment, this was upped to 245 bhp. Other changes included new springs, gas-filled dampers, uprated discs and 16″ Alpina wheels on the outside, and a leather steering wheel, Alpina upholstery and Recaro seats on the inside. The second generation B7 Turbo arrived in April 1984 and just like the E12 based B7S Turbo cars which had been built between November 1981 and May 1982, this was the fastest 4 door saloon in the world, and this latest one took performance to new levels. Using the BMW 3.5 litre engine again, as it now had a higher compression than before, boost was not quite as great as it had been, at 0.7 bar, but that and the other detailed changes Alpina made were enough to give the new B7 Turbo an output of 300 bhp and 320 bhp in the catalyst equipped models, along with 509 Nm of torque, resulting in a top speed of 265 – 270 km/h, and a 0- 100 km/h time of either 4.8 or 6.1 seconds depending on which test source you believe. The gearbox was a Getrag 5 speed manual unit that had been developed for the 745i. Uprated Bilstein suspension was fitted, with height adjustable rear dampers and the car had what for the time were huge wheels, 205/55 16″ at the front and 225/55 at the rear. Inside the car was much like the B7 Turbo but with a black roof lining. Alpina made 236 non cat and 42 catalyst cars before “production” ended in the summer of 1987.

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ALVIS

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

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ASTON MARTIN

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

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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

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

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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 center 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. All told, Aston produced 18 different versions of the model in a production run which continued until 2018, with a number limited edition cars swelling the ranks.

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AUDI

The styling of the Audi TT began in the spring of 1994 at the Volkswagen Group Design Center in California. The TT was first shown as a concept car at the 1995 Frankfurt Motor Show. The design is credited to J Mays and Freeman Thomas, with Hartmut Warkuss, Peter Schreyer, Martin Smith and Romulus Rost contributing to the interior design. A previously unused laser beam welding adaptation, which enabled seamless design features on the first-generation TT, delayed its introduction. Audi did not initially offer any type of automatic transmission option for the TT. However, from 2003, a dual clutch six-speed Direct-Shift Gearbox (DSG) became available, with the United Kingdom TT variants becoming the world’s first user of a dual clutch transmission configured for a right-hand drive vehicle, although the outright world first for a road car equipped with a dual clutch transmission was claimed earlier by a Volkswagen Group platform-mate, the left hand drive Volkswagen Golf Mk4 R32. The Audi TT takes its name from the successful motor racing tradition of NSU in the British Isle of Man TT (Tourist Trophy) motorcycle race. NSU marque began competing at the Isle of Man TT in 1907 with the UK manager Martin Geiger finishing in fifth position in the single-cylinder race. The 1938 Isle of Man Lightweight TT race was won by Ewald Kluge with a 250 cc supercharged DKW motor-cycle and the DKW and NSU companies later merged into the company now known as Audi. The TT name has also been attributed to the phrase “Technology & Tradition”. The production model (internal designation Type 8N) was launched as a coupé in September 1998, followed by a roadster in August 1999. It is based on the Volkswagen Group A4 (PQ34) platform as used for the Volkswagen Golf Mk4, the original Audi A3, the Škoda Octavia, and others. The styling differed little from the concept, except for slightly reprofiled bumpers, and the addition of rear quarterlight windows behind the doors. Factory production commenced in October 1998. Early TT models received press coverage following a series of high-speed accidents and the related fatalities which occurred at speeds in excess of 112 mph (180 km/h) during abrupt lane changes or sharp turns. Both the coupé and roadster variants were recalled in late 1999/early 2000, to improve predictability of the car’s handling at very high speeds. Audi’s Electronic Stability Programme (ESP) or Anti Slip Regulation (ASR) and rear spoiler were added, along with modifications to the suspension system. All changes were incorporated into subsequent production. Mechanically, the TT shares an identical powertrain layout with its related Volkswagen Group-mates. The TT uses a transversely mounted internal combustion engine, with either front-wheel drive or ‘quattro four-wheel drive’ available as an option. It was first available with a 1.8-litre inline four-cylinder 20-valve turbocharged engine in two states of DIN-rated power outputs; 180 PS (178 bhp) and 225 PS (222 bhp). The engines share the same fundamental design, but the 225 PS version features a larger K04 turbocharger (180 PS version came with a smaller K03), an additional intercooler on the left side (complementing the existing right-side intercooler), larger 20mm wrist-pins, a dual tailpipe exhaust, intake manifold with inlet on driver’s side, and a few other internals – designed to accommodate the increase in turbo boost, from roughly 10 pounds per square inch (0.7 bar) peak, to 15 pounds per square inch (1.0 bar). Haldex Traction enabled four-wheel drive, ‘branded’ as “Quattro” was optional on the 180 engine, and standard on the more powerful 225 version. The original four-cylinder engine range was complemented with a 3,189 cc VR6 engine rated at 250 PS (247 bhp) and 320 Nm (236 lb/ft) of torque in early 2003, which came as standard with the quattro four-wheel-drive system. In July 2003, a new six-speed dual clutch transmission – dubbed the Direct-Shift Gearbox (DSG), which improves acceleration through much-reduced shift times, was offered, along with a stiffer suspension. The second generation TT was launched in 2006.

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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

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AUSTIN HEALEY

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

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BENTLEY

This car is an example of what is 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.

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

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BERKELEY

Berkeley Cars Ltd of Biggleswade, Bedfordshire, England produced economical sporting microcars with motorcycle-derived engines from 322 cc to 692 cc and front wheel drive between 1956 and 1960. The Berkeley automobile was a collaboration between designer Lawrence “Lawrie” Bond and the Berkeley Coachworks factory owned by Charles Panter, which at the time was one of the largest manufacturers of caravans in Europe. It was an ideal project for Berkeley, who had developed considerable skills in the use of Glass-reinforced plastic (GRP), and were looking for something to fill the gaps in the very seasonal caravan market. What Panter and Bond wanted to achieve was “something good enough to win World 750cc races… but cheap, safe, easily repairable and pretty.” The early cars were an immediate success on the home market, and several derivative models were spawned over the four years of car production. Export markets, most notably the United States, were exploited and the cars earned a reputation for fun, if fragile, sports motoring on a budget. Recognising the threat posed by the newly introduced Mini and Austin-Healey Sprite in the late fifties, the company started to develop are a more conventional model with the support of Ford Motor Company. The caravan market collapsed towards the end of 1960, and Berkeley’s poor cash flow forced the company into liquidation on 12 December 1960, taking its car manufacturing activities with it. After having produced about 4100 cars of various types, the workforce was laid off shortly before Christmas that year. An attempted sale of the company to Sharp’s Commercials Ltd (manufacturer of the Bond Minicar) came to nothing, and the company’s assets were liquidated in 1961. The factory was later used by Kayser Bondor Ltd to make women’s underwear, but it was demolished in 2002 and the site turned over to housing. A road named ‘Berkeley Close’ in the housing estate provides the only obvious link to the car factory. Today there is an active owner’s club (the Berkeley Enthusiasts’ Club), which provides a range of parts and services aimed at preserving the remaining few hundred cars known to survive worldwide. The B95 and B105 models were launched at the 1959 Geneva Motor Show and boasted more power from twin-cylinder Royal Enfield 692 cc four-stroke engines, with the 40 bhp Super Meteor engine in the B95 and the 50 bhp Constellation unit in the B105 which could reputedly exceed 100 mph (161 km/h) mark. The engines featured Berkeley-design primary chain cases to accommodate a Lucas Bendix starter motor, an external Lucas dynamo mounted above the gearbox, and a duplex (or double-row) chain drive to the differential. Kerb weight increased to 402 kg (886 lb). B95 engine numbers have the unique prefix ‘SMTB’, while B105 engines are prefixed ‘SMUA’. The prototype car was SE492 chassis number 638, which was modified to add bracing to withstand the extra power and weight of the four-stroke engine, a taller bonnet with large grille to accommodate the engine, and unfaired headlights. In mid-February 1959 this car spent two weeks at the Royal Enfield factory, during which time it covered 500 mi (805 km) of general road use and 1,000 mi (1,609 km) of endurance testing at MIRA. By the time of the press release announcing the launch of the B95 in March 1959, a further 2,500 mi (4,023 km) of road and track tests had also been carried out by Berkeley factory drivers. Perhaps to address the reputation for breaking down that the two-strokes had developed, especially in export markets, it was emphasised by the factory that during this testing there had been no involuntary stops or any form of mechanical failure, and that further testing would be performed until a total of 15,000 mi (24,000 km) had been completed. At its launch, the B95 cost £659 (equivalent to £16,311 today). Chassis numbers followed on from the SE492 series, and chassis number 670 (the earliest known B95) was registered at the end of March 1959. The first B105, chassis number 686, was delivered about one month later. Series production continued to chassis number 835. A separate batch of about 12 cars (chassis numbers 850 to 861) appear to have been made for Mantles Garage in the summer of 1960, which used some chassis parts and the bucket seats of the T60. About 178 B95 and B105 models were made in total, of which approximately 15 to 20 cars were sold to export markets.

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BMW

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

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The BMW Z3 is a range of two-seater sports cars which was produced from 1995 to 2002. The body styles of the range are: 2-door roadster (E36/7 model code) and 2-door coupé (E36/8 model code). The Z3 was based on the E36 3 Series platform, while using the rear semi-trailing arm suspension design of the older E30 3 Series. It is the first mass-produced Z Series car. Development on the roadster began in 1991 and was led by Burkhard Göschel. The exterior was designed by Joji Nagashima, being completed in mid-1992 at 39 months before production and the design was frozen in 1993. Design patents were filed on April 2, 1994 in Germany and on September 27, 1994 in the US. The Z3 was introduced via video press release by BMW North America on June 12, 1995. Production began on September 20, 1995. Development on the coupé model was run by a group of BMW engineers outside of work in their own time. The Z3 Coupé shares the same platform and parts with the roadster, but features a chassis-stiffening hatch area and is 2.7 times stiffer in comparison. The Z3 Coupé was unveiled at the 1997 Frankfurt Motor Show. The Z3 was the first BMW model to be solely manufactured outside of Germany. It was manufactured in Greer, South Carolina. The 4-cylinder models feature a single tailpipe, while 6-cylinder models have dual tailpipes, wider rear fenders (for pre-facelift models) and a revised front bumper. M models featured the same wider fenders as the 6 cylinder models but with unique front and rear bumpers, side mirrors and the M division’s first use of a quad exhaust pipe arrangement. The 1.8, 2.0, and 2.2i models were unavailable in the United States, though the U.S. was the only market to receive the 2.3 and 2.5 models. M models were introduced in 1998 in roadster and coupé body styles and were powered by the S50, S52, or S54 straight-six engine depending on country and model year. The M models came with a 5-speed manual transmission. Production ended on June 28, 2002, with the Z3 line replaced by the E85 Z4.

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CADILLAC

While the first-generation Seville had proved quite successful, it failed in its primary mission of winning over younger import buyers. Marketing research indicated that the car was most popular with older women who wanted a Cadillac in a smaller, more manoeuverable size. For the 1980 model year, the Seville’s K-body platform became front-wheel drive, based on the E-body Eldorado, Buick Riviera, and Oldsmobile Toronado. Length and wheelbase were similar, with the car losing 0.3″ in wheelbase and gaining 0.8″ overall. The new model featured independent rear suspension and was the first American car to have a standard diesel engine, carried over from the previous generation. Cadillac’s new 368 cu in (6.0 L) L62 V8 with Digital Fuel Injection was a no-cost option except in California, where the fuel-injected Oldsmobile 350 remained available as a no-cost option. The razor-edged bustle-back rear styling drew inspiration from English coachbuilder Hooper & Co.’s “Empress Line” designs from the early 1950s, which were considered a dramatic, modern take on the mid-’30s style of trunk/body integration. In addition, long hood/short deck proportions were inspired by luxury cars of the 1960s. The Seville’s “statement” styling was one of the last vehicles designed by Bill Mitchell, appointed by Harley Earl in 1936 as the Cadillac’s first chief designer. It was swiftly imitated by the 1982–87 Lincoln Continental sedan and the 1981–83 Imperial coupe. Sales were strong at first, but disastrous flirtation with diesel engines and the ill-fated V-8-6-4 variable displacement gasoline engine, coupled with poor quality control eroded Seville’s standing in the marketplace. The Seville introduced features that would become traditional in later years. In 1981, memory seats appeared—a feature not seen on a Cadillac since the Eldorado Broughams of the late 1950s. This option allowed two stored positions to be recalled at the touch of a button. Also new for 1981 was a digital instrument cluster. The “Cadillac Trip Computer” was a precursor to this option in 1978. Available until 1985, it was considerably less expensive than the trip computer and featured just a digital speedometer and fuel gauge. Engine options changed for 1981: the V8 was now equipped with the V8-6-4 variable displacement technology. However, the engine management systems of the time proved too slow to run the system reliably. A 4.1 L (252 cu in) Buick V6 was added as a credit option. Puncture-sealing tires were also new. In 1982, Seville offered heated outside rear-view mirrors with an optional rear defogger. Inside, a “Symphony Sound” stereo cassette tape system was available. The previously standard diesel engine became an option with the introduction of a new 4.1 L (250 cu in) HT-4100. This engine had a number of reliability issues, such as weak, porous aluminium block castings and failure-prone intake manifold gaskets. For 1983, the Buick V6 was dropped and a new “Delco/Bose” stereo cassette system was offered at $895. Initially looking like a standard Delco radio, from 1984 onward it featured a brushed gold-look front panel and bulbous lower interior door speaker assemblies. This was also the last year for an available 8-track stereo system. From 1983 through 1985, it was available with a fake cabriolet roof option which gave the appearance of a four-door convertible.

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CITROEN

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

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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.

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DAIMLER

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

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A new Series I 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. The Daimler Sovereign name remained in use for the Series II version of the XJ6, with 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.

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FERRARI

Top of the Ferrari range from the mid 70s for 10 years was the Berlinetta Boxer, object of many a small child’s intense desire, as I can attest from my own childhood! Production of the Berlinetta Boxer was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout. This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. The mid-engined 6- and 8-cylinder Dino racing cars were the result, and Ferrari later allowed for the production Dino road cars to use the layout as well. The company also moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1970 that a mid-engined 12-cylinder road car would appear. The first “Boxer” was the 365 GT4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, of which 88 were right-hand drive (of which 58 were for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights. Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely. Although referred to as a Boxer, the 180° V12 was not a true boxer engine, but rather a flat engine. It had 380 hp, slightly more than the Daytona. The 365 GT4 BB was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The name 512 referred to the car’s 5 litre, 12 cylinder engine; a deviation from Ferrari’s established practice of naming 12-cylinder road cars (as the 365 BB) after their cylinder displacement. The engine was enlarged to 4943.04 cc, with an increased compression ratio of 9.2:1. Power was slightly down to 360 hp, while a dual plate clutch handled the added torque and eased the pedal effort. Dry sump lubrication prevented oil starvation in hard cornering. The chassis remained unaltered, but wider rear tyres (in place of the 365’s equally sized on all four corners) meant the rear track grew 63 mm. External differentiators included a new chin spoiler upfront, incorporated in the bumper. A NACA duct on the side provided cooling for the exhaust system. At the rear there were now twin tail lights and exhaust pipes each side, instead of triple units as on the 365 GT4 BB. 929 BB 512 models were produced. The Bosch K-Jetronic CIS fuel injected BB 512i introduced in 1981 was the last of the series. The fuel injected motor produced cleaner emissions and offered a better balance of performance and daily-driver temperament. External differentiators from the BB 512 besides badging include a change to metric sized wheels and the Michelin TRX metric tyre system, small white running lights in the nose, and red rear fog lamps outboard of the exhaust pipes in the rear valance. 1,007 BB 512i models were produced.

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The 360 Challenge Stradale was a low production track day focused car based on the 360 Modena. From a handling and braking performance perspective was the equivalent of adding a FHP (Fiorano Handling Pack) to the 360, which was available for V12 models such as the 550, 575 or F599 but never separately for the V8’s. It was inspired by the 360 Modena Challenge racing car series so the focus was primarily on improving its track lapping performance credentials by concentrating on handling, braking and weight reduction characteristics, which are essential in pure racing cars. Ferrari engineers designed the car from the outset with a goal of 20% track day use in mind and 80% road use. With only a small 20 bhp improvement in engine power from the Modena (and boasting an improved power-to-weight ratio) the Challenge Stradale accelerates from 0 to 100 km/h (62 mph) in 4.1 seconds according to Ferrari, four tenths faster than a Modena, but bald figures do not paint the full picture. For the enthusiastic driver the differences are truly staggering; genuine systematic improvements were achieved to the setup and feel of the whole car. Throttle response from the digital throttle was ratcheted up and feedback through the steering wheel was enhanced. The responsiveness of the controls, the balance of the chassis, the braking performance and the driver feedback all contribute greatly to the overall driving experience. Thanks to CCM brakes borrowed from the Enzo, some lower weight parts and a FHP handling pack, the Challenge Stradale was able to claim an impressive 3.5 seconds improvement per lap of its Fiorano circuit compared to the Modena (the target was 2.5 seconds). In total, the Challenge Stradale is up to 110 kg (243 lb) lighter than the standard Modena if all the lightweight options are specified such as deleted radio, lexan (plexiglass) door window and Alcantara fabric (instead of the leather option). As much as 74 kilograms (207 lb) was taken off on the car by lightening the bumpers, stripping the interior of its sound deadening and carbon mirrors and making the optional Modena carbon seats standard. Resin Transfer Moulding was utilized for the bumpers and skirts, a carry over from the Challenge cars which resulted in lighter bumpers than on the Modena. The engine and transmission weight was slimmed down 11 kg (24 lb) through the use of a smaller, lighter weight sports (yet still stainless steel) exhaust back box and valved exit pipes. The Challenge Stradale also got Brembo carbon ceramic brakes as standard (which later became standard fitment on the F430) which shaved 16 kg off the curb weight and improved handling by reducing unsprung weight and completely eliminating brake fade. Cars fitted with the centre console stereo option, sub speaker box behind the seats and glass side windows re-gained approximately 30 kg over the best selected options (from a weight perspective). Challenge Stradale models are much sought after these days, and when they do come up for sale, they command a huge premium over the regular 360 Modena cars.

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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 Spider and the Scuderia.

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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.

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FIAT

Although Fiat replaced the 1200 Saloon with the new 1300 and 1500 models in 1960, the Pininfarina-designed Coupé and Cabriolet models continued with largely unchanged bodywork, although they were now equipped with the larger 1.5 litre engine. The O.S.C.A. engined 1600 S Coupé and Cabriolet also continued to be available. All of the coupés and convertibles were replaced by the new 124 coupés and spiders in 1966.

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FORD

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

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

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After Ford decided to abandon the RS1700T project in frustration in 1983, they were left without a new vehicle to enter into Group B. Not wanting to abandon Group B or simply “write off” the cost of developing the failed 1700T, executives decided to make use of the lessons learned developing that vehicle in preparing a new, purpose-built rally car. In addition, Ford executives became adamant that the new vehicle would feature all-wheel-drive, an addition they felt would be necessary to allow it to compete properly with all-wheel-drive models from Peugeot and Audi. The new vehicle was a unique design, featuring a plastic-fibreglass composite body designed by Ghia, a mid-mounted engine and four-wheel drive. The cars were built on behalf of Ford by another company well known for its expertise in producing fibreglass bodies – Reliant. To aid weight distribution, designers mounted the transmission at the front of the car, which required that power from the mid-mounted engine go first up to the front wheels and then be run back again to the rear, creating a complex drive train setup. The chassis was designed by former Formula One designer Tony Southgate, and Ford’s John Wheeler, a former F1 engineer, aided in early development. A double wishbone suspension setup with twin dampers on all four wheels aided handling and helped give the car what was often regarded as being the best balanced platform of any of the RS200’s contemporary competitors. The Ford parts-bin was raided to help give the RS200 a Ford corporate look, for example the front windscreen and rear lights were identical to those of the early Sierra and the doors were cut-down Sierra items; though small parts-bin items like switchgear were also used to save development time and expenses. Power came from a 1,803 cc single turbocharged Ford-Cosworth “BDT” engine producing 250 hp in road-going trim, and between 350 and 450 bhp in racing trim; upgrade kits were available for road-going versions to boost power output to over 300 bhp. Although the RS had the balance and poise necessary to be competitive, its power-to-weight ratio was poor by comparison, and its engine produced notorious low-RPM lag, making it difficult to drive and ultimately less competitive. Factory driver Kalle Grundel’s third-place finish at the 1986 WRC Rally of Sweden represented the vehicle’s best-ever finish in Group B rallying competition, although the model did see limited success outside of the ultra-competitive Group B class. However, only one event later, at the Rally de Portugal, a Ford RS200 was involved in one of the most dramatic accidents in WRC history, claiming the lives of three spectators and injuring many others. Another Ford RS200 was crashed by Swiss Formula One driver Marc Surer against a tree during the 1986 Hessen-Rallye in Germany, killing his co-driver and friend Michel Wyder instantly. The accident at Rally Portugal set off a chain reaction and the RS200 became obsolete after only one full year of competition as the FIA, the governing board, which at the time controlled WRC rally racing, abolished Group B after the 1986 season. For 1987, Ford had planned to introduce an “Evolution” variant of the RS200, featuring a development of the BDT engine, called later as BDT-E, displacing 2,137 cc developed by Briton Brian Hart. Power figures for the engine vary quite a bit from source to source, depending on the mechanical setup e.g. boost levels, power output ranges from as little as 550 bhp to as high as 815 bhp; although most typical output was 580 bhp at 8000 rpm and 400 lb/ft (542 Nm) at 5500 rpm of torque. It has been said that the most powerful Evolution models can accelerate from 0 to 60 mph in just over two seconds, depending on gearing. Upgraded brakes and suspension components were part of the package as well. The ban on Group B racing effectively forced the E2 model into stillbirth; however, more than a dozen of them were successfully run from August 1986 ’til October 1992 in the FIA European Championships for Rallycross Drivers events all over Europe, and Norwegian Martin Schanche claimed the 1991 European rallycross title with a Ford RS200 E2 that produced over 650 bhp. One RS200, which found its way into circuit racing, originated as a road car; it was converted to IMSA GTO specification powered by a 750+ BHP 2.0 litre turbo BDTE Cosworth Evolution engine. Competing against the numerous factory backed teams such as Mazda, Mercury and Nissan, with their newly built spaceframe specials, despite being a privateer, the car never achieved any real success to be a serious contender and was kept by the original owner. A parts car was built in England and later used to compete in the Unlimited category at the Pikes Peak International Hill Climb, where it was driven by Swede Stig Blomqvist in 2001, 2002 and 2004 and in 2009 by former British Rallycross champion Mark Rennison. The RS200 was designed from the ground-up as a purpose-built, mid-engined rally-supercar, and the 200 homologation road-legal models were essentially a by-product of Ford wanting to race the RS200 and show off their technology capabilities in the increasingly popular World Rally Championship. It was also designed by engineers who had extensive backgrounds in motorsports, and the engine had a smooth power delivery and functioned more like a racing car engine, as opposed to every one of the other highly modified production-based engines that Audi, Lancia and Peugeot had in their cars. The other famous Group B cars were all based on front-engined production models- and in both the Lancia Delta S4 and the Peugeot 205 T16’s case- hatchbacks, and in the Audi Quattro’s case- a luxury coupe. Although the Group B-spec S4 and T16 cars were mid-engined, they still originated as front-engined cars. Lancia’s predecessor to the Delta S4- the 037- was also a mid-engined Group B supercar, but it was based on and had originated from Lancia’s mid-engined Montecarlo production car. FIA homologation rules for Group B required the construction of at least 200 road-legal vehicles, and Ford constructed these 200 units with spare parts for another 20+ units put aside for the racing teams. Those chassis and spare parts were later also used to build a couple of non-genuine, so-called bitsa cars. A total of 24 of the 200 original cars were reportedly later converted to the so-called “Evolution” models, mostly marked by their owners as “E” or “E2” types. Ford’s first intention was to mark the FIA-required 20 “Evo” cars as series numbers 201 to 220 but as this was actually not necessary according to the FIA rules they later kept their original series numbers (e.g. 201 = 012, 202 = 146, 203 = 174 et cetera).

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The Ford Falcon is a model line of cars that was produced by Ford from the 1960 to 1970 model years. The first compact car marketed by the American Big Three automobile manufacturers (though antedated by the Rambler American), the Falcon was the third car line introduced by Ford, following the full-sized Ford and the Ford Thunderbird. In contrast to its competitors, the Falcon was developed as a scaled-down version of the full-size Ford Galaxie sedan. Through its production, the Falcon was offered in the same body styles as its full-sized Galaxie counterpart, including two-door and four-door sedans, two-door hardtops and convertibles, two-door and four-door station wagons (the former, serving as a basis of the final Ford sedan delivery), and coupe utility pickups (serving as the basis of the Ford Ranchero). During its production, the Falcon served as the basis for multiple Ford vehicle lines, including the first generations of the Ford Mustang pony car and the Ford Econoline/Ford Club Wagon vans. Through the 1960s, Ford produced three generations of the Falcon, all derived on the same platform architecture. For the 1970 model year, the Falcon was replaced by the Ford Maverick, through the 1975 introduction of the Ford Granada, the chassis of the 1960 Ford Falcon was used through the 1980 model year in North America, and until 1991 in Argentina. Following its initial 1970 discontinuation, Ford marketed a second “1970½” Falcon, serving as its lowest-price intermediate series, slotted below the Ford Fairlane and Ford Torino. From 1959 to 1969, the Falcon was manufactured by Ford in multiple facilities across North America. Edsel Ford first used the term “Falcon” for a more luxurious Ford he designed in 1935. He decided the new car did not fit with Ford’s other offerings, so this design eventually became the Mercury. Historically, the “Big Three” auto manufacturers (GM, Ford, and Chrysler), focused purely on the larger and more profitable vehicles in the US and Canadian markets. Towards the mid-1950s, all three manufacturers realized that this strategy would no longer work. Large automobiles were becoming increasingly expensive, making smaller cars such as Fiats, Renaults, Toyotas, and Volkswagens increasingly attractive. Furthermore, many American families were now in the market for a second car, and market research showed women especially thought the full-size car had grown too large and cumbersome. At the same time, research showed many buyers would prefer to buy US or Canadian if the domestic manufacturers offered a smaller car with lower cost of ownership. Thus, all three introduced compacts: the Valiant from Chrysler (becoming the Plymouth Valiant in 1960, and joined by a downsized Dodge Dart in 1961), GM’s Chevrolet Corvair, and the Ford Falcon. Studebaker also introduced the Lark, and Rambler downsized its near-compact American in 1959. Ford United Kingdom had begun production of the Ford Anglia in 1939, and the earlier Ford Model Y in 1932, followed by the Ford Zephyr, but they were not sold in North America. Ford of Germany built the Ford Eifel, followed by the Ford Köln, which was mechanically similar to the British Model Y, followed later by the Ford Taunus in 1939, but were also not sold in North America. The European Fords, Anglia, Zephyr, and Taunus, were in production at the same time the Falcon was introduced. The project which became the Falcon was started and sponsored by Ford General Manager Robert S. McNamara, who commissioned a team to create what by American standards of the time would be a small car, but elsewhere in the world considered a mid-size. McNamara, who was promoted to Group Vice President of Cars and Trucks by the time the Falcon was launched, was intimately involved in development, insisting on keeping the costs and weight of the car as low as possible. Engineer Harley Copp employed a unibody atop a standard suspension and sourced parts from Ford’s existing bin to keep the price low, while providing room for six passengers in reasonable comfort. The sales success of the conventional Falcon along with slow sales of GM’s rear-engined Corvair led General Motors to introduce their own compact car based on the Falcon’s principles, the Chevy II. The 1960 Falcon was powered by a small, lightweight 95 bhp, 144 CID (2.4 L) Mileage Maker straight-six with a single-barrel carburetor. Unibody construction, which had previously been introduced by Ford on the luxurious 1958 Ford Thunderbird and Lincoln Continental, accommodated coil spring front suspension, leaf spring rear suspension, and drum brakes front and rear. A three-speed manual column shift was standard, and the two-speed Ford-O-Matic automatic was optional. It had room for six passengers. Body styles included two- and four-door sedans, two- or four-door station wagons, and the Ranchero car-based pickup, transferred onto the Falcon platform for 1960 from the Fairlane. The Comet, originally intended for the defunct Edsel marque and based on the 1960 Falcon, was launched in the US in March 1960. (By 1962, the Comet adopted more Mercury-based styling and was folded into the Mercury line as the Mercury Comet.) The market shift that spurred the development of the Falcon and its competitors also precipitated the demise of several well-established marques in the late-1950s and early-1960s. Besides the infamous tale of the Edsel, DeSoto, and Packard nameplates all disappeared from the marketplace, while the Nash and Hudson companies were merged to become American Motors Corporation and Studebaker survived until 1967. In 1960, Ford’s Canadian subsidiary introduced the Falcon-based Frontenac. It was designed to give Mercury-Meteor dealers a smaller model to sell, since the Comet was originally intended as an Edsel, which was sold by Ford-Monarch dealers. Produced for the 1960 model year only, the Frontenac was essentially a rebadged 1960 Falcon with its own unique grille, tail lights, and external trim, including red maple-leaf insignia. Despite strong sales (5% of Ford’s total Canadian output), the Frontenac was discontinued and replaced by the Comet for 1961. Robert McNamara, a Ford executive who became Ford’s president briefly before being offered the job of U.S. Defense Secretary, is regarded by many as “the father of the Falcon”. McNamara left Ford shortly after the Falcon’s introduction, but his faith in the concept was vindicated with record sales; over half a million sold in the first year and over a million sold by the end of the second year. The 1961 model year introduced an optional 101-hp, 170-CID (2.8-L) six, and two new models were introduced; a bucket-seat and console sedan model in a higher trim level called the Futura, and a sedan delivery. The Ford Falcon brochure featured Charlie Brown and Lucy from the Peanuts comic strip, who remained until 1965. The television marketing of the model line featured the first animated appearances of the characters from Charles Schulz’s acclaimed comic strip, Peanuts, with announcer contribution from Paul Frees. Ford boasted of the good fuel economy achieved by the six-cylinder Ford Falcon models in advertising. The fuel economy was good, a claimed 30 mpg‑US (7.8 L/100 km; 36 mpg‑imp), compared to other American cars at the time. The 1962 model year had a Squire model of the four-door station wagon with faux wood trim on the sides. The bucket-seat “Futura” model was offered with a slightly upgraded interior, factory-installed safety belts, different side trim (spears), and different emblems. Halfway through the model year, Ford changed the roof line at the back window to more of a Thunderbird design and offered a four-speed transmission for the first time. The two-door Futura sedan (also referred to as an illusion hardtop’ because of the chrome trim around the side window opening) sported a flat rear window in place of the panoramic (wrap-around) window on earlier models to bring its design in line with other Ford cars of the era. In 1962, Ford introduced the Ford Falcon Club Wagon and Deluxe Club Wagon, an eight-passenger, Ford Econoline cab over engine van. Ford also promoted that in a Mobilgas economy run, the Falcon got 32.5 mpg‑US (7.2 L/100 km; 39.0 mpg‑imp). In 1963, even more models were available. Now a four-door Futura and a Deluxe wagon were available. Futura Convertible and Futura Sports Convertible models were also included in the 1963 range. Later, hardtops, and the new “Sprint” model were introduced. Halfway through the model year (February 1963), the Fairlane’s 164-hp “Challenger” 260-CID (4.3-L) V8 engine was offered for the first time. The only time a V8 option was available in a first-generation Falcon was the 1963½ model, and these cars were produced in very limited numbers (Sprint two-door hardtop (bucket seats) 10,479 produced and Sprint convertible (bucket seats) 4,602 produced). These first-generation Falcon Sprint cars were the basis for the 1964½ Mustangs released by Ford one year later. Many (if not most) of the interior, chassis, suspension, and drivetrain components were derived from those used on the 1963½ Ford Falcon Sprint and/or Fairlane models. In simplest terms, the 1963½ Falcon Sprint is nearly mechanically identical to the 1964½ Mustang, while being aesthetically different.

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HONDA

Introduced on 7 November 1996, the fifth generation Prelude retained an FF layout with an independent front suspension and 63/37 weight distribution. Most fifth-generation Honda Preludes came with 16-inch alloy wheels with all-season 205/50 R16 87V tyres, featured the 11.1-inch front brakes like the 1996 VTEC model, and most Preludes also received a 5-lug hub (not the 4-lug wheel hub of older models). The Prelude was only available in three models for Canada and two models for the US (the Base and Type SH). All models came with 16-inch alloy wheels and a 200HP (203 PS) 2.2-liter DOHC VTEC 4-cylinder engine. The 2.0i and JDM Si trims came with 195/60 R15 steel wheel, and the JDM Xi came with 14-inch steel wheels. Unlike the North American market Preludes, JDM Preludes came with rear windscreen wipers, except for the Xi. Australian and JDM Preludes weigh less than American and European models: VTi-R manual weighs 1,268 kg (2,795 lb), autos weigh 1,298 kg (2,862 lb), and the ATTS weighs 1,308 kg (2,884 lb). The ATTS model received Honda’s Active Torque Transfer System; the equivalent model was called the Type S in Japan, VTi-S in Europe, and Type SH (“Super Handling”) in North America. ATTS was designed to counteract the understeer inherent in a front-wheel drive car, but the Prelude’s 63.1 percent front weight distribution was too much for the system to successfully mask. The fifth-generation Prelude marked a return to the more square bodystyle of the third generation (1987–1991), in an attempt to curb slumping sales of the fourth-generation bodystyle. All models and trim packages stayed within the BB-chassis code (BB5-BB9) and housed either an H-series or F-Series engine. Sales weakened beginning with the third generation Prelude, particularly due to competition from Honda’s other offerings. The sixth-generation Accord coupe received an exclusive front fascia, rear tail lights, wheels and many other body panels, now being marketed alongside the Prelude with shared brochures in Canada, yet its sedan roots gave it much more utility than the comparatively cramped Prelude, and the option of a V6 engine gave North American buyers an appealing alternative. The sixth-generation Civic Si coupe was considerably less expensive than the Prelude as well, while also providing better fuel economy ratings. The Honda S2000 was another offering that while more expensive than the Prelude, offered rear wheel drive, a six-speed transmission, 40 extra horsepower, and a convertible top. The exterior dimensions of the Prelude were no longer in compliance with Japanese government regulations, and the additional costs resulting from this contributed to the popularity of smaller Honda products.

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

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JAGUAR

The Jaguar Mark 1 is a British saloon car produced by Jaguar between 1955 and 1959. It was referred to in contemporary company documentation as the Jaguar 2.4 Litre and Jaguar 3.4 Litre. Its designation as Mark 1 was retroactive, following its October 1959 replacement by Jaguar’s 2.4-litre Mark 2. The 2.4 Litre was the company’s first small saloon since the end of its 1½ and 2½ Litre cars in 1949, and was an immediate success, easily outselling the larger much more expensive Jaguar saloons. The 2.4 Litre saloon was announced on 28 September 1955. The 3.4 Litre saloon announced 17 months later in the U.S. on 26 February 1957 was designed for the American market and was not at first freely available on the domestic market. In 1951 Jaguar relocated to Daimler’s Browns Lane plant which provided not merely sufficient production capacity for their existing range, but enabled them to move into the middle-weight executive saloon sector, then occupied in the UK by cars such as the stately Humbers, the bulbous Standard Vanguard and the heavy Rover P4. Jaguar’s new 2.4 and 3.4 introduced a modern style and a new level of performance to this respectable company. Although having a family resemblance to the larger Mark VII, the Mark I differed in many ways. It was the first Jaguar with unitary construction of body and chassis. The independent front suspension featured double wishbones, coil springs, telescopic dampers, and an anti-roll bar, all carried in a separate subframe mounted to the body by rubber bushes (with only minor revisions, this system was used on subsequent Jaguar saloons including early versions of the XJ). The live rear axle used a simplified version of the D-Type suspension, with inverted semi-elliptic springs cantilevered into the main body frame with the rear quarter section carrying the axle and acting as trailing arms. Transverse location was secured by a Panhard rod, the system being a significant improvement over other contemporary Jaguar saloons and sports cars (the reason for the unusual inverted leaf spring arrangement was the same as for the D-Type: to transfer all rear axle loads forward to the unitary body shell. The rear of the car was unstressed). The rear wheel track was some 4.5 in (114 mm) narrower than the front track and looked peculiar from behind, a feature that was blamed (probably incorrectly) for excessive understeer at low speed.[7] It was reported to be better balanced at higher speeds – indeed, the narrower track was deemed to assist high speed straight-line stability and was a feature incorporated in many record-breaking cars of pre and post-War design. Nevertheless, it is probable that the narrower rear track was occasioned by the lack of a suitably dimensioned component from Salisbury, the axle manufacturer. The interior was of similar design to the contemporary Jaguar saloons and sports cars, with most of the dials and switches being located on the central dashboard between the driver and passenger. This arrangement reduced the differences between LHD and RHD versions. Although its profile was very different from that of previous Jaguars, the side window surrounds and opening rear “no draught ventilator” (quarterlight) windows are reminiscent of Jaguar Mark IV saloons. At launch the car had 11.125 in drum brakes but from the end of 1957 got the innovative (at the time) option of disc brakes on all four wheels. The car was available in standard or special equipment versions with the former lacking a tachometer, heater (available as an option), windscreen washers, fog lights and cigarette lighter. Both versions did however have leather upholstery and polished walnut trim. The Mark 1 was initially offered with a 2.4 litre short-stroke version of the XK120’s twin-cam six-cylinder engine, first rated at 112bhp net by the factory at the launch in 1955. From February 1957 the larger and heavier 3.4 litre 210bhp (gross) unit already used in the Jaguar Mark VIII also became available, largely in response to pressure from US Jaguar dealers. Wire wheels became available. The 3.4 had a larger front grille for better cooling, a stronger rear axle and rear-wheel covers (spats) were cut away to accommodate the wire wheels’ knock-off hubcaps. The 2.4 Litre was also given the larger grille. After 200 cars had been built and sent to USA and just prior to the car’s announcement, a major factory fire destroyed 3.4 Litre production facilities. In September 1957 a three-speed Borg-Warner automatic transmission (previously an export-only option) became available with either engine, and Dunlop disc brakes for all four wheels were made available as an optional extra on all Jaguar models except the Mark VIII saloon. 19,992 of the 2.4 and 17,405 of the 3.4 Litre versions were made.

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

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The Series 1 E Type 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. 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, center 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.

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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

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There was also a Series 3 example of the well-respected XJ6 here. This was released in April 1979, and was based solely on the long-wheelbase version of the car, and incorporated a subtle redesign by Pininfarina. Externally, the most obvious changes over the SII were the thicker and more incorporated rubber bumpers with decorative chrome only on the top edge, flush door handles for increased safety, a one-piece front door glass without a separate 1/4 light, a grille with only vertical vanes, reverse lights moved from the boot plinth to the larger rear light clusters and a revised roofline with narrower door frames and increased glass area. There were three engine variants, including the 5.3 litre V12, the 4.2 litre straight-six and 3.4 litre straight-six. The larger six-cylinder, and V12 models incorporated Bosch fuel injection (made under licence by Lucas) while the smaller six-cylinder was carburettor fed. There was also the option of a sunroof and cruise control for the first time on an XJ model. In 1981 the 5.3 V12 models received the new Michael May designed “fireball” high compression cylinder head engines and were badged from this time onwards to 1985 as HE (High Efficiency) models. In late 1981 Daimler Sovereign and Double Six models received a minor interior upgrade for the 1982 model year with features similar to Vanden Plas models. Also for the 1982 model year, a top spec “Jaguar” Vanden Plas model was introduced for the US market. In late 1982 the interior of all Series III models underwent a minor update for the 1983 model year. A trip computer appeared for the first time and was fitted as standard on V12 models. A new and much sought-after alloy wheel featuring numerous distinctive circular holes was also introduced, commonly known as the “pepperpot” wheel. In late 1983 revision and changes were made across the Series III model range for the 1984 model year, with the Sovereign name being transferred from Daimler to a new top spec Jaguar model, the “Jaguar Sovereign”. A base spec Jaguar XJ12 was no longer available, with the V12 engine only being offered as a Jaguar Sovereign HE or Daimler Double Six. The Vanden Plas name was also dropped at this time in the UK market, due to Jaguar being sold by BL and the designation being used on top-of-the-range Rover-branded cars in the home UK market. Daimler models became the Daimler 4.2 and Double Six and were the most luxurious XJ Series III models, being fully optioned with Vanden Plas spec interiors. Production of the Series III XJ6 continued until early 1987 and on till 1992 with the V12 engine. In 1992, the last 100 cars built were numbered and sold as part of a special series commemorating the end of production for Canada. These 100 cars featured the option of having a brass plaque located in the cabin. This initiative did not come from Jaguar in Coventry. It was a local effort, by Jaguar Canada staff and the brass plaques were engraved locally.132,952 Series III cars were built, 10,500 with the V12 engine. In total between 1968 and 1992 there were around 318,000 XJ6 and XJ12 Jaguars produced.

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

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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.

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Final Jaguar of note here was the current sports car, the F Type

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JENSEN

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.

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The Jensen S-V8 is the most recent car carrying the name Jensen. After a £10 million investment, including Liverpool City Council and the Department of Trade and Industry, the two-seater convertible was launched at the 1998 British International Motor Show, with an initial production run of 300 deposit paid vehicles planned at a selling price of £40,000 each, but by October 1999 it was confirmed that 110 orders had been placed. The S-V8 is powered by a Ford Mustang sourced 4·6-litre 32-valve, four-cam, V8 engine producing 325 bhp with a top speed of 160 mph and 0-60 mph in less than five seconds. The new Merseyside factory in Speke commenced production in August 2001 but troubles with manufacture meant production ceased with only 20 ever leaving the factory and another 18 cars left partially completed. The company went into administration in July 2002. The Jensen name and partially completed cars were later sold to SV Automotive of Carterton, Oxfordshire, in 2003 who decided to complete the build of 12 of the cars, retaining the others for spares, and finally selling them for £38,070.

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LANCIA

Replacing the Aurelia was the Flaminia, which although superficially similar to its illustrious predecessor and materially “better” in just about every respect, never managed to capture buyers’ imaginations in the same way when new, and even now, it has to play second fiddle to the older car. The first model in the range was the Berlina, which was launched at the 1957 Geneva Show. It had a Pininfarina styled body which took much inspiration from the Florida concept car that had been shown in the previous year. Much was new under the skin. Its larger 2.5 litre 100 bhp V6 engine was new in detail, and was designed to allow for further increases in capacity, which would come in time. I was smoother than the Aurelia engines and had more torque, and with better cylinder head design and revised cooling, it was more robust, as well. There was synchromesh on all four gears. Lancia’s famous sliding pillar suspension was banished in favour of unequal length wishbones and coil springs which required less maintenance and were more refined. But the car was heavy, and complex, and exceedingly expensive. Lancia thought that their customers would pay a premium for “the best”, but tastes were changing, and the Berlina was never a strong seller, with fewer than 3000 of them being constructed, most of them being the first series cars. Just 549 of the later second series model with 110 bhp and disc brakes were made between 1961 and 1963, hardly surprising when the car cost more than a Rolls Royce Silver Cloud, as it did in the UK. The later cars had a 2.8 litre engine and 125 bhp, and just 599 of these were made between 1963 and 1968. There was more success with the coachbuilt two door variants which joined the range. The most successful of these, the Pininfarina Coupe, was the first to appear. This was made between 1959 and 1967, during which time 5284 of these mostly steel-bodied cars were constructed. In many ways they were very like the Berlina, just a bit smaller, though there was a floor mounted gear lever, and the cars had more power. The first 3200 of them had a 119 bhp single carb engine with a sport camshaft. Later 3Bs had a triple choke Solex from 1962 and the power went up to 136 bhp. It was only a year after the Pininfarina car’s debut when Touring of Milan announced their Flaminia models. These aluminium bodied cars were sold in three distinct variants between 1960 and 1965. The single carburettor GT was followed by a Convertible in 1960, both of them uprated to 140 bhp triple Weber 3C spec in 1961. The 2.8 litre 3C took over in 1963 and were supplemented by a new 2+2 version called the GTL, with a taller roofline, front-hinged bonnet, longer doors and more substantial seats. It is the rarest of all Flaminia models, with just 300 made. The styling house to offer a car was Zagato, with their Sports and SuperSports. Only 526 were made and there is a complicated production history which probably shows the sort of chaotic thinking that was going on at Lancia and which would lead to is bankruptcy and take over by Fiat in 1969. The first 99 Sports had faired-in headlights and the 119 bhp engine. From 1960 another 100 cars were built with expose lights until the introduction of the Sport 3C with the 140 bhp triple carb. Zagato made 174 of those in 1962 and 1963, still with the exposed lights. The faired-in lights returned in 1964 on the SuperSport, which also had a Kamm tail, and with DCN Webers this one put out 150 bhp. 150 of these were made between 1964 and 1967. Many of the earlier cars were upgraded early in their life, so if you see one now, you cannot be totally sure of is true origin. Production of the car ceased in 1970, with fewer than 13,000 Flaminia of all types having been built. These days, the cost to restore them properly – and it is a huge job – exceeds the value of most of them, by some margin, as Berlina and Coupe models tend not to sell for more than £30k. The Zagato cars are a different matter, and when they come up for sale, routinely go for over £300k. The Touring cars – considered by most to be the prettiest tend to be around £100k for the GT and another 50 – 80k for a convertible – a long way from the value of an Aston Martin DB4 Volante, which cost roughly the same when new. There’s believed to be only one Berlina on the road in the UK, so that is going to remain a rare sighting, and it was not here.

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LAND ROVER

The first-generation Range Rover was produced between 1969 and 1996. It was available only in a 2-door body until 1981. (Before then, 4-door models had been produced by specialist firms). Unlike other 4x4s such as the Jeep Wagoneer, the original Range Rover was not designed as a luxury vehicle. It was up-market compared to preceding Land Rover models, but the early Range Rovers had fairly basic, utilitarian, interiors with vinyl seats and plastic dashboards that were designed to be washed down with a hose. Convenience features such as power steering, carpeted floors, air conditioning, cloth/leather seats, and wooden interior trim were fitted later. The Range Rover was a body-on-frame design with a box section ladder type chassis, like the contemporary Series Land Rovers. The Range Rover used coil springs as opposed to leaf springs, permanent four-wheel drive, and four-wheel disc brakes. The Range Rover was originally powered by various Rover V8 engines and diesel engines. Originally, the Range Rover was fitted with a detuned 130 hp version of the Buick-derived Rover V8 engine. In 1984, the engine was fitted with Lucas fuel injection, boosting power to 155 bhp. The 3.5-litre (3,528 cc) engine was bored out to a displacement of 3.9 litres for the 1990 model year, and 4.2-litre in 1992 for the 108-inch Long Wheelbase Vogue LSE (County LWB [long wheelbase] in North America). One of the first significant changes came in 1981, with the introduction of a four-door body. Shortly after twin thermo fan technology was introduced to reduce significant overheating problems 1970s models experienced in Australia. In 1988, LR introduced a 2.4-litre turbodiesel (badged Vogue Turbo D) with 112 bhp, manufactured by Italian VM Motori. The same engine was available in the Rover SD1 passenger car. The diesel project was codenamed project Beaver. During the project, 12 world records were broken, including the fastest diesel off-roader to reach 100 mph (160 km/h), and the furthest a diesel off-roader has travelled in 24 hours. In 1990 project Otter was unveiled. This was a mildly tuned 2.5-litre, 119 bhp version of the ‘Beaver’ 2.4. In 1992, Land Rover finally introduced their own diesel engines in the Range Rover, beginning with the 111 bhp 200TDi, first released in the Land Rover Discovery and following in 1994, the 300 TDi, again with 111 bhp. The first generation was known as the Range Rover until almost the end of its production when Land Rover introduced the name Range Rover Classic to distinguish it from its successors. The original model served as the basis for the 1989 introduced 1st generation Discovery (directly based on the standard (short) wheelbase Range Rover), and for the 2nd generation Range Rover, based on the LWB chassis of the Classic.

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LOTUS

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

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

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MASERATI

Still acclaimed as one of the best-looking saloons ever produced is this car, the fifth generation Quattroporte, a couple of which were on show. Around 25,000 of these cars were made between 2004 and 2012, making it the second best selling Maserati of all time, beaten only by the cheaper BiTurbo of the 1980s. The Tipo M139 was unveiled to the world at the Frankfurt Motor Show on 9 September 2003, with production starting in 2004. Exterior and interior design was done by Pininfarina, and the result was widely acclaimed to be one of the best looking saloons not just of its time, but ever, an opinion many would not disagree with even now. Built on an entirely new platform, it was 50 cm (19.7 in) longer than its predecessor and sat on a 40 cm (15.7 in) longer wheelbase. The same architecture would later underpin the GranTurismo and GranCabrio coupés and convertibles. Initially it was powered by an evolution of the naturally aspirated dry sump 4.2-litre V8 engine, mounted on the Maserati Coupé, with an improved output of 400 PS . Due to its greater weight compared to the Coupé and Spyder, the 0-62 mph (0–100 km/h) time for the Quattroporte was 5.2 seconds and the top speed 171 mph (275 km/h). Initially offered in only one configuration, equipped with the DuoSelect transmission, the gearbox was the weak point of the car, receiving most of the criticism from the press reviews. Maserati increased the range at the 2005 Frankfurt Motor Show, with the launch of the Executive GT and Sport GT trim levels. The Executive GT came equipped with a wood-rimmed steering wheel, an alcantara suede interior roof lining, ventilated, adaptive, massaging rear seats, rear air conditioning controls, veneered retractable rear tables, and curtain shades on the rear windows. The exterior was distinguished by 19 inch eight-spoke ball-polished wheels and chrome mesh front and side grilles. The Quattroporte Sport GT variant offered several performance upgrades: faster shifting transmission and firmer Skyhook suspensions thanks to new software calibrations, seven-spoke 20 inch wheels with low-profile tyres, cross-drilled brake rotors and braided brake lines. Model-specific exterior trim included dark mesh front and side grilles and red accents to the Trident badges, as on vintage racing Maseratis. Inside there were aluminium pedals, a sport steering wheel and carbon fibre in place of the standard wood inserts. A new automatic transmission was presented at the 2007 Detroit Motor Show, marketed as the Maserati Quattroporte Automatica. As all three trim levels were offered in both DuoSelect and Automatica versions, the lineup grew to six models. The Quattroporte Sport GT S was introduced at the 2007 Frankfurt Motor Show. Taking further the Sport GT’s focus on handling, this version employed Bilstein single-rate dampers in place of the Skyhook adaptive system. Other changes from the Sport GT comprised a lowered ride height and 10 mm wider 295/30 rear tyres, front Brembo iron/aluminium dual-cast brake rotors and red-painted six piston callipers. The cabin was upholstered in mixed alcantara and leather, with carbon fibre accents; outside the door handles were painted in body colour, while the exterior trim, the 20 inch wheels and the exhaust pipes were finished in a “dark chrome” shade. After Images of a facelifted Quattroporte appeared on the Internet in January 2008; the car made its official début at the 2008 Geneva Motor Show. Overseen by Pininfarina, the facelift brought redesigned bumpers, side sills and side mirrors, a convex front grille with vertical bars instead of horizontal, new headlights and tail lights with directional bi-xenon main beams and LED turn signals. Inside there was a new navigation and entertainment system. All Quattroporte models now used the ZF automatic transmission, the DuoSelect being discontinued. The 4.2-litre Quattroporte now came equipped with single-rate damping comfort-tuned suspension and 18 inch wheels. Debuting alongside it was the Quattroporte S, powered by a wet-sump 4.7-litre V8, the same engine of the Maserati GranTurismo S, with a maximum power of 424 bhp and maximum torque of 361 lb·ft. In conjunction with the engine, the braking system was upgraded to cross-drilled discs on both axles and dual-cast 360 mm rotors with six piston callipers at the front. Skyhook active damping suspension and 19 inch V-spoke wheels were standard. Trim differences from the 4.2-litre cars were limited to a chrome instead of titanium-coloured front grille. The Quattroporte Sport GT S was premièred at the North American International Auto Show in January 2009. Its 4.7-litre V8 produced 440 PS (434 hp), ten more than the Quattroporte S, thanks to revised intake and to a sport exhaust system with electronically actuated bypass valves. Other mechanical changes were to the suspensions, where as on the first Sport GT S single-rate dampers took place of the Skyhook system, ride height was further lowered and stiffer springs were adopted. The exterior was distinguished by a specific front grille with convex vertical bars, black headlight bezels, red accents to the Trident badges, the absence of chrome window trim, body colour door handles and black double oval exhaust pipes instead of the four round ones found on other Quattroporte models. Inside veneers were replaced by “Titan Tex” composite material and the cabin was upholstered in mixed Alcantara and leather. This means that there are quite a number of different versions among the 25,256 units produced, with the early DuoSelect cars being the most numerous.

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I took my Ghibli along, and was able to park it next to the Quattroporte.

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MAZDA

The Series 1 RX-7 (produced from 1978 until 1980) is commonly referred to as the “SA22C” from the first alphanumerics of the vehicle identification number. Mazda’s internal project number for what was to become the RX-7 was X605. In Japan it was introduced in March 1978, replacing the Savanna RX-3, and joined Mazda’s only other remaining rotary engine-powered products, called the Cosmo which was a two-door luxury coupé, and the Luce luxury sedan. The lead designer at Mazda was Matasaburo Maeda (前田 又三郎, Maeda Matasaburō), whose son, Ikuo, would go on to design the Mazda2 and the RX-7’s successor, the RX-8. The transition of the Savanna to a sports car appearance reflected products from other Japanese manufacturers. The advantage the RX-7 had was its minimal size and weight, and the compact rotary engine installed behind the front axle helped balance the front and rear weight distribution, which provided a low center of gravity. In Japan, sales were enhanced by the fact that the RX-7 complied with the Japanese Government dimension regulations, and Japanese buyers were not liable for yearly taxes for driving a larger car. The rotary engine had financial advantages to Japanese consumers in that the engine displacement remained below 1,500 cc, a significant determination when paying the Japanese annual road tax; this kept the obligation affordable to most buyers while having more power than the traditional engines having a straight cylinder configuration. In May 1980, Mazda introduced a limited production run of special North American models known as the Leathersport Models. This package was essentially an uprated GS model with added LS badges on each B-pillar, special stripes on the exterior, and LS-only gold anodized wheels (with polished outer face and wheel rim). All LS editions came equipped with special LS-only full brown leather upholstery, leather-wrapped steering wheel, leather-wrapped shift knob, removable sunroof, LS-specific four-speaker AM/FM stereo radio with power antenna (though listed as a six-speaker stereo, as the two rear dual voice coil speakers were counted as four speakers in total), remote power door side mirrors, and other standard GS equipment. Two primary options were also available; a three-speed JATCO 3N71B automatic transmission and air conditioning. Other GS options such as cassette tape deck, splash guards, padded center console arm rest and others could be added by the dealer. The LS model was only ever available in three different exterior colours: Aurora White, Brilliant Black, and Solar Gold. No official production records are known to exist or to have been released. This series of RX-7 had exposed steel bumpers and a high-mounted indentation-located rear license plate, called by Werner Buhrer of Road & Track magazine a “Baroque depression.” The Series 2, referred to as the FB (produced from 1981 to 1983), had integrated plastic-covered bumpers, wide black rubber body side moldings, wraparound taillights and updated engine control components. While marginally longer overall, the new model was 135 lb (61 kg) lighter in federalized trim. The four-speed manual option was dropped for 1981 as well, while the gas tank grew larger and the dashboard was redesigned, including a shorter gear stick mounted closer to the driver. In 1983, the 130 mph (209 km/h) speedometer returned for the RX-7. The GSL package provided optional four-wheel disc brakes, front ventilated (Australian model) and clutch-type rear limited-slip differential (LSD). This revision of the SA22 was known in North America as the “FB” after the US Department of Transportation mandated 17 digit Vehicle Identification Number changeover. For various other markets worldwide, the 1981–1985 RX-7 retained the ‘SA22C’ VIN prefix. In the UK, the 1978–1980 series 1 cars carried the SA code on the VIN but all later cars (1981–1983 series 2 and 1984–1985 series 3) carried the FB code and these first-generation RX-7s are known as the “FB” only in North America. In Japan, a very well appointed version similar to the export market GSL arrived late in 1982, called the SE-Limited. This model received two-tone paint, alloy wheels shaped like the Wankel rotor, all-wheel disc brakes, limited-slip differential, and a full leather interior. It also had the latest iteration of the 12A rotary engine, the RE-6PI with variable induction port system and 140 PS. In Europe, the FB was mainly noticed for having received a power increase from the 105 PS of the SA22; the 1981 RX-7 now had 115 PS on tap. European market cars also received four-wheel disc brakes as standard. The Series 3 (produced 1984–1985) featured an updated lower front fascia. North American models received a different instrument cluster. GSL package was continued into this series, but Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel injected 1,308 cc 13B RE-EGI engine rated at 135 bhp and 133 lb/ft (180 Nm). GSL-SE models had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4×114.3mm (4×4.5″). Also, they had upgraded suspension with stiffer springs and shocks. The external oil cooler was reintroduced, after being dropped in the 1983 model-year for the controversial “beehive” water-oil heat exchanger. The 1984 RX-7 GSL has an estimated 29 MPG (8.11 litres/100 km) highway/19 MPG (12.37 L/100 km) city. According to Mazda, its rotary engine, licensed by NSU-Wankel allowed the RX-7 GSL to accelerate from 0 to 80 km/h (50 mph) in 6.3 seconds. In 1985, Mazda introduced the RX-7 Finale in Australia. This was the last of the series and brought out in limited numbers. The Finale featured power options and a brass plaque mentioning the number the car was as well as “Last of a legend” on the plaque. The finale had special stickers and a blacked out section between the window & rear hatch. The handling and acceleration of the car were noted to be of a high caliber for its day.[citation needed] The RX-7 had “live axle” 4-link rear suspension with Watt’s linkage, a 50:50 front and rear weight distribution, and weighed under 1,100 kg (2,425 lb). It was the lightest generation of the RX-7 ever produced. 12A-powered models accelerated from 0–97 km/h (60 mph) in 9.2 seconds, and turned 0.779 g (7.64 m/s²) laterally on a skidpad. The 1,146 cc 12A engine was rated at 100 bhp at 6,000 rpm in North American models, allowing the car to reach speeds of over 190 km/h (120 mph). Because of the smoothness inherent in the Wankel rotary engine, little vibration or harshness was experienced at high engine speeds, so a buzzer was fitted to the tachometer to warn the driver when the 7,000 rpm redline was approaching. The 12A engine has a long thin shaped combustion chamber, having a large surface area in relation to its volume. Therefore, combustion is cool, giving few oxides of nitrogen. However, the combustion is also incomplete, so there are large amounts of partly burned hydrocarbons and carbon monoxide. The exhaust is hot enough for combustion of these to continue into the exhaust. An engine-driven pump supplies air into the exhaust to complete the burn of these chemicals. This is done in the “thermal reactor” chamber where the exhaust manifold would normally be on a conventional engine. Under certain conditions, the pump injects air into the thermal reactor and at other times air is pumped through injectors into the exhaust ports. This fresh air is needed for more efficient and cleaner-burning of the air/fuel mixture. Options and models varied from country to country. The gauge layout and interior styling in the Series 3 was only changed for the North American models. Additionally, North America was the only market to have offered the first generation of the RX-7 with the fuel-injected 13B, model GSL-SE. Sales of the first-generation RX-7 were strong, with a total of 474,565 cars produced; 377,878 (nearly eighty percent) were sold in the United States alone. Following the introduction of the first turbocharged rotary engine in the Luce/Cosmo, a similar, also fuel injected and non-intercooler 12A turbocharged engine was made available for the top-end model of the Series 3 RX-7 in Japan. It was introduced in September 1983. The engine was rated at 165 PS (JIS) at 6,500 rpm. While the peak power figures were only slightly higher than those of the engine used in the Luce/Cosmo, the new “Impact Turbo” was developed specifically to deal with the different exhaust gas characteristics of a rotary engine. Both rotor vanes of the turbine were remodelled and made smaller, and the turbine had a twenty percent higher speed than a turbo intended for a conventional engine. The Savanna Turbo was short-lived, as the next generation of the RX-7 was about to be introduced.

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The sixth generation 323 Familia (BG) included three-door hatchback, five-door fastback, and a four-door sedan variants, none of which share any body panels. The new five-door fastback version was called the Familia Astina in Japan and was sold as the 323F or 323 Astina elsewhere. The BF wagon (originally introduced in 1985) was carried over in facelifted form, although Ford marketed a wagon on the new platform as part of the North American Escort line. The BG Familia was available with front- or all-wheel drive and a 1.3, 1.5, 1.6, or 1.8 or litre petrol or 1.7 litre diesel engine. Later, a turbocharged engine was added, especially developed for homologation purposes for the World Rally Championship, Group A category. The four-wheel drive models (including the turbocharged GT-X) were introduced in August 1989. In Japan, the SOHC 1.6 was only available coupled to four-wheel drive. With a carburettor, it offered 91 PS, the same as the lower-spec 1.5, but with a somewhat larger torque curve. In Europe, only the 1.8 (in naturally aspirated, 106 PS form or either of the turbocharged variants) was offered with four-wheel-drive. Trim lines in Japan included “Clair”, “Interplay”, “Supreme”, “Pepper”, and “GT-X”. The Supreme model was only available in saloon form and features the larger bumpers and bootlid-mounted number plate recess of the American market Protegé. Carburettor models were mostly dropped in 1991, replaced by single-point fuel injection. In North America, the 323 sedan became the Protegé, while the 323 hatchback kept its name. There, and in the Philippines, base (SE/DX), 4WD and top-line LX models were available. The 1990 base model has the SE name and uses the B8 1.8l SOHC engine that has 16 valves and hydraulic lifters. In 1991, the base model name was changed to “DX”. 4WD models existed for the 1990 and 1991 model years, with the SOHC engine and rear disc brakes. The LX version of the Protegé included a BP 1.8l DOHC 16-valve engine 125 hp. LX models also have power windows and door locks and 14 inch wheels. Vented front and solid rear disc brakes, larger front brakes, larger clutch, equal-length driveshafts, dual outlet muffler, body-colour door handles and mirrors, fold-down rear centre armrest, driver’s vanity mirror, and larger stabilizer bars. A sunroof and 14 inch aluminium alloy wheels were options on LX models. BG models that were assembled in New Zealand came with glass headlights instead of plastic, and a 240 km/h speedometer. Production of the BG Familia mostly ended on 24 May 1994, although the 1.3-liter hatchback was kept in production until October 1996 as there was originally no 1.3 option in the following generation. In Australia, the BG model continued-to be sold until 1996 as a more affordable alternative to the newer BH model. In China, the BG model was sold as the Haima CA7130 and the CA7160. They were produced from 1998 to 2004. Power came from the 1.3 litre 8A-FE or 1.6-litre B6 sourced from Toyota and Mazda respectively.

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MERCURY

This is an early example of the Cougar, a model conceived to fit between the Ford Mustang and the Ford Thunderbird, and to be something of a performance icon and eventually the icon for the Mercury name for several decades. The Cougar was available in two models (base and XR-7) and only came in one body style (a two-door hardtop with no centre B-pillar). Engine choices ranged from the 200 hp 4.7 litre two-barrel V8 to the 335 hp 6.4 litre four-barrel V8. A performance package called the GT was available on both the base and XR-7 Cougars. The 1967 Cougar, with the internal code T-7, went on sale September 30, 1966. It was based on the 1967 refaced first-generation Mustang, but with a 3-in-longer (76 mm) wheelbase and new sheet metal. A full-width divided grille with hidden headlamps and vertical bars defined the front fascia—it was sometimes called the electric shaver grille. At the rear, a similar treatment had the license plate surrounded on both sides with vertically slatted grillework concealing tail lights (with sequential turn signals), a styling touch taken from the Thunderbird. A deliberate effort was made to give the car a more “European” flavour than the Mustang, at least to American buyers’ eyes, drawing inspiration from the popular Jaguar E-Type, though ironically, it was never sold in Europe . Aside from the base model and the luxurious XR-7, only one performance package was available for either model: the sporty GT. The XR-7 model brought a simulated wood-grained dashboard with a full set of black-faced competition instruments and toggle switches, an overhead console, a T-type center automatic transmission shifter (if equipped with the optional Merc-O-Matic transmission), and leather-vinyl upholstery. This was the only generation with covered headlights. In 1967 and 1968, they were deployed using a vacuum canister system that opened and closed the headlamp doors. For 1969 and 1970, a redesigned vacuum system kept the doors down when a vacuum condition existed in the lines, provided by the engine when it was running. If a loss of vacuum occurred, the doors would retract up so that the headlights were visible if the system should fail. The Cougar continued to be a Mustang twin for seven years, and could be optioned as a muscle car. Nevertheless, the focus continued away from performance and toward luxury, evolving it into a plush pony car. The signs were becoming clear as early as 1970, when special options styled by fashion designer Pauline Trigère appeared, a houndstooth-patterned vinyl roof and matching upholstery, available together or separately. A facelift in 1971 did away with the hidden headlights and hidden wipers were adopted. Between 1969 and 1973, Cougar convertibles were offered. The Cougar was restyled for 1971, growing somewhat in size.

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MG

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

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The MGC was produced as a sort of replacement for the Big Healey, though apart from sharing that car’s 3 litre straight six C Series engine, the reality is that the car was quite different and generally appealed to a different sort of customer. Or, if you look at the sales figures, you could say that it did not really appeal to anyone much, as the car struggled to find favour and buyers when new. More of a lazy grand tourer than an out and out sports car, the handling characteristics were less pleasing than in the B as the heavy engine up front did the car no favours. The market now, finally, takes a different view, though and if you want an MGC, in Roadster or the MGC GT form the latter of which was to be seen here, you will have to dig surprisingly deeply into your pocket.

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

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MORGAN

First referred to in 2011, and launched in production spec in 2012, the Three Wheeler has been a huge success for Morgan, and for a while the company simply could not build them fast enough. Relatively affordable, compared to the other products in the range, this fun machine has a 2 litre S&S engine coupled to an MX-5 gearbox, and a weight of 550 kg, which is enough to give it a top speed of around 115 mpg and a 0- 60 time of less than 5 seconds. Production finished in 2021 in advance of a next generation model.

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Also here was the more conventional four-wheeled car, seen in recent Plus Six guise.

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MORRIS

The Ital was given the design code ADO73 F/L (as internally it was considered a facelift of the Series 2 Marina (ADO73) launched in 1976) and was first launched on 1 July 1980. It took its name from Giorgetto Giugiaro’s Italdesign studio, who had been employed by BL to manage the reengineering of the Morris Marina, a car which had been produced by the company since 1971. BL’s advertising emphasised the car’s connection with the Italian design house, which had not had a direct role in the styling of the new car, which had been handled in-house by Harris Mann. Italdesign had been involved in a consultancy role to help design new tooling and assembly methods and work out how to integrate the altered parts of the new car into the existing Marina production chain. This is why, despite bearing the studio’s name, the Ital is absent from lists of the styling jobs handled by the firm. It was originally planned to brand the car as the Morris Marina Ital, but for most markets the Marina name was dropped on the orders of Michael Edwardes and only the Ital name was used. The Ital had revised exterior styling, but retained the Marina’s 1.3 and 1.7 litre petrol engines and rear-wheel drive chassis. The dashboard and interior of the Marina were also carried over largely unaltered, including the main fascia panel which faced ‘away’ from the driver. The Marina’s coupé variant was not produced in Ital form, but the four door saloon, five door estate and pick up and van versions were carried over from the Marina range. From October 1980, an automatic version of the Ital was available with the 2.0 litre O-Series power unit, as the range topping 2.0HLS. Only about 1,000 2.0HLS models were sold so due to this and their short production run, the 2.0HLS is now the rarest Ital model. In November 1981 all HL and HLS models were fitted with upgraded interior trim. Finally, in September 1982, a revised Ital range was introduced. The L and 2.0 litre models were dropped and the HL and HLS were replaced by the SL and SLX models. Front suspension was changed to telescopic front dampers across the range and parabolic rear springs were also fitted, together with additional soundproofing and improved trim. Thus cropped, the range now consisted of the 1.3 SL and SLX saloon, 1.3 SL estate, 1.7 SLX saloon, and the 1.7 SL saloon and estate. The saloon models were dropped in February 1984, with the estate models remaining in production until the summer of that year.

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NISSAN

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

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After the ever softer evolution of the Z car, Nissan reversed the trend with the Z31 model, known as the 300ZX, introduced in late 1983. Designed by Kazumasu Takagi and his team of developers, the 300ZX had improved aerodynamics and increased power when compared to its predecessor, with a drag coefficient of 0.30. It was powered by Japan’s first mass-produced V6 engine instead of an inline 6. According to Nissan, the V6 engine was supposed to re-create the spirit of the original Fairlady 240Z. The Z31 generation featured five engine options, including a pair of 2 litre V6 units which were never available in Europe. Cars sold in the UK all had the 3.0 litre V6 unit. which made 240 hp in turbo form due to a better camshaft profile, also known outside of Europe as the Nismo camshafts. All European turbocharged models received a different front lower spoiler as well, with 84-86 models being unique and 87-89 production having the same spoiler as the USDM 1988 “SS” model. The Z31 body was slightly restyled in 1986 with the addition of side skirts, flared fenders, and sixteen inch wheels (turbo models only). Many black plastic trim pieces were also painted to match the body colour, and the bonnet scoop was removed. The car was given a final makeover in 1987 that included more aerodynamic bumpers, fog lamps within the front air dam, and 9004 bulb-based headlamps that replaced the outdated sealed beam headlights. The 300ZX-titled reflector in the rear was updated to a narrow set of tail lights running the entire width of the car and an LED third brake light on top of the rear hatch. The Z31 continued selling until 1989, more than any other Z-Car at the time. Over 70,000 units were sold in 1985. Cars produced from 1984-1985 are referred to as “Zenki” models, while cars produced from 1987-1989 are known as “Kouki” models. The 1986 models are a special due to sharing some major features from both. They are sometimes referred to as “Chuki” models, but are usually grouped with the Zenki models because of the head and tail lights.

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The Skyline names were brought into line with the home Japanese and worldwide markets with the launch of the R30 series in August 1981, which was built on a C31 Laurel platform. Unlike preceding generations, four- and six-cylinder versions now shared a front end of the same length. The R30 was available as a two-door hardtop coupé, a four-door sedan, a five-door Liftback (available only in the R30 generation), or a four-door station wagon. In all, there were 26 variations of the R30 Skyline available. All versions with the exception of the wagon were usually fitted with the four round tail lights that had become a regular feature to the Skyline’s design. The wagon had different tail lights, headlights, and no turbo or six-cylinder versions available. It more closely resembled a Nissan Sunny than a Skyline. The two-door coupé had a hardtop, pillarless design, and featured roll-down quarter windows for the rear seat passengers (a styling feature of the previous C10, C110, and C211 coupés), while four-door versions had a traditional sedan body style with framed windows. The crease that appeared over the rear wheels beginning with the second generation, referred to as the “surf line”, no longer appeared starting with this generation. Various engine configurations were available, initially ranging from the top-of-the-line 103 kW SOHC 6-cylinder turbo L20ET to the 4-cylinder Z18S and 6-cylinder LD28 diesel versions at the other end of the scale. The all-new 16-valve DOHC FJ20 engine debuted in late 1981, and was the first four-cylinder engine from any Japanese manufacturer to employ more than two valves per cylinder. Some of the top spec models featured adjustable suspension dampers that could be adjusted while driving, this was another first for mass-produced JDM vehicles. Nissan Glorias and Laurels also used the L series engines, as well as some diesel (Laurel only) variants. The R30 range was facelifted in August 1983 with various changes across the board; for example four-wheel disc brakes were now standard issue, instead of being optional for lower-spec models. Trim specifications were revised and the 4-cylinder Z18S engine was replaced with the newer CA18E. Features included upgraded interior trim, new front and rear bumpers, door-mounted wing mirrors (replacing the old ‘hockey stick’ fender mirrors), and smoked tail lights. During 1983 the Paul Newman Version R30 was released to commemorate the association between Nissan and the actor Paul Newman, who used to appear in promotional material, as well as race for the company during the late-1970s and early-1980s. The Newman Skyline was simply a top spec GT-ES turbo with signature embroidery and decals. Export markets also received some larger (albeit less powerful) engines, in the form of 2.4 and 2.8 liter inline-sixes with Hitachi double carburetors, producing 120 PS or 139 PS. The 2.8 was added in September 1982. Although making about the same power as the L20ET-powered GT-ES models, the version of the Skyline initially known as the 2000RS was released on October 2, 1981 as more of a stripped-down lightweight racer, without as many luxury extras included (quoted curb weight was only 1,130 kg (2,491 lb)). These were equipped with the naturally aspirated 4-valve-per-cylinder DOHC FJ20E engine generating 148 bhp of power at 6,000 rpm and 181 Nm (133 lb/ft) of torque at 4,800 rpm. The official Nissan chassis designation for all FJ20-powered models was DR30. In February 1983 the DR30 range received a significant boost in performance with the introduction of the turbocharged FJ20ET engine in the 2000RS-Turbo. Front brakes were also significantly upgraded to cope with the power increase. Now with 188 bhp of power at 6,400 rpm (measured on a gross basis) and 225 Nm (166 lb/ft) of torque at 4,800 rpm on tap, the FJ20ET enjoyed new-found prestige as the most powerful Japanese production engine of its era. Nissan sought to elevate the status of the DR30 Skyline as their new flagship model in light of this success, and it received a generous amount of changes to distinguish it from lesser Skyline models in August 1983. Interior equipment was significantly upgraded to now include electric windows, air conditioning and power steering as standard in the new RS-X model (for Extra) with an increased curb weight of around 1,235 kg (2,723 lb) it also included a driver’s seat with multi-way power lumbar adjustment, anti-skid control, fog lamps, rear deck spoiler and other features such as dimmable instrument cluster lighting; gone were the days of the spartan, stripped-out race interior, although this could still be specified at time of purchase. But by far the most striking change to the RS was the new unique front end treatment, nicknamed Tekkamen (鉄仮面) or Iron Mask by fans for its distinctive look. The headlights were considerably slimmer, and instead of a conventional grille the hood now sloped down to two narrow slits above a facelifted front bumper and airdam. Further enhancements were made for 1984, most notably the addition of an air-to-air intercooler allowing the compression ratio to be increased from 8.0:1 to 8.5:1 with revised turbocharger exhaust housing to the FJ20ET powered model increasing output to 202 bhp of power at 6,400 rpm (gross) and 245 Nm (181 lb/ft) of torque at 4,400 rpm. The intercooled model was nicknamed the Turbo C. The Turbo C formed the basis for the Super Silhouette race car built by GT-R Works and sponsored by Tomica and run in the All Japan Sports Prototype Championship under FIA Group C regulations. An automatic transmission option was also added 1984. Changes to the “Plasma Spark” ignition system followed in early 1985 towards the end of R30 production. To this day the FJ20-powered R30 Skyline remains a cult car both at home and overseas (there are still dedicated “one make” drag racing events for this model in Japan), and is credited with rejuvenating the Skyline brand in the early 1980s. It also paved the way for the eventual re-introduction of the legendary GT-R badge, markedly absent since the end of C110 Skyline production in 1973. The DR30 achieved success in Australian touring car racing during the mid-1980s. The factory backed Peter Jackson Nissan Team made its Group A debut in the opening round of the 1986 Australian Touring Car Championship, and over the 10 round series, lead driver George Fury would win four of the rounds and it was only unreliability in the first two rounds that cost Fury the title, finishing only 5 points behind the Volvo 240T of Robbie Francevic. Fury then went on to finish second to the BMW of Jim Richards in the 1986 Australian Endurance Championship, winning four of the six rounds, though failures to finish in the opening round at Amaroo Park in Sydney, as well as a DNF at the James Hardie 1000 at Bathurst cost him the title. Team driver Garry Scott put the DR30 on pole for the James Hardie 1000 before going on to finish third with young charger Glenn Seton. Despite missing out on the drivers’ title, Nissan won the 1986 Australian Manufacturers’ Championship from BMW. Fury finished off 1986 by finishing second to the V8 Holden Commodore of Allan Grice in the Group A support race for the Australian Grand Prix in Adelaide. Fury was joined in 1987 Australian Touring Car Championship by Glenn Seton. While Fury had a frustrating first half of the championship, Seton battled it out with the BMW M3 of Richards for the title. The series came down to the last race at Sydney’s Oran Park Raceway where Richards used the nimble M3 to defeat Seton and win his second ATCC in three years. With Fury finishing third in the championship, this saw Nissan sharing victory with BMW in the 1987 Australian Manufacturers’ Championship. The final competitive race for the Peter Jackson Nissan DR30s came in the Group A support race for the 1987 Australian Grand Prix in Adelaide where Fury again finished second behind the Ford Sierra RS500 of Dick Johnson. The 340 bhp DR30 continued to be used by privateer racers in Australian touring car racing until 1989.

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OPEL

There were two distinct generations of Manta, the car that Opel conceived to compete against the Ford Capri. The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door “three-box” coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. It took its name, and a few minor styling cues, from the Manta Ray concept car (1961), which also famously influenced the 1968 Chevrolet Corvette C3 (both Chevrolet and Opel have General Motors as their parent company). The only difference between the Ascona and Manta was exterior sheet metal, glass and trim. The frame, mechanics, dash, front seats, and many other parts were shared between the cars. The Manta was normally equipped with a 1.6 or a 1.9-litre CIH engine, although in Europe, a small 1.2-litre motor was also offered. All Mantas sold in the U.S. had the 1.9 L and larger heavy duty radiator (an option on European models). It came with either a four-speed manual or a three-speed TH-180 automatic. The Manta was known to be one of the best-handling cars in its class and went on to win a large number of rallies in Europe and the United States. There was a sport model known as the “Rallye” from 1971 to 1974. The Rallye model was, overall, an appearance and gauge package, the most noticeable difference being the addition of a black bonnet, and on 1970–1973 models, fog lamps. Mechanically, the only difference was the gear ratios in the models with manual transmissions, and the Rallye model came with standard stiffer suspension, a tighter turning radius, and very aggressive front caster adjustments. Both had dual rear anti-roll bars, providing exceptional handling. In 1973 and 1974 there was also the “Luxus” model, which included refinements like corduroy seats, colour-coded interiors (blue or burgundy), and faux wood panelling. The only special edition Manta ever produced for the U.S. market was the “Blue Max”, in 1973. This amounted to a blue 1973 Luxus model, with a unique dark blue vinyl roof, mechanical sunroof, and automatic transmission. The European market had a number of different versions. Most were basic trim packages, the most popular being the “Berlinetta”, which was similar to the Luxus but included rubber trim on the bumpers (standard on all 1973 U.S. Opel Mantas), vinyl roof, and other miscellaneous features. The one exception was the 1975 Opel, which offered the GT/E and a number of special editions based on the GT/E. The GT/E was a fuel-injected version of the European 1.9L and the performance figures were very impressive for the time. The most notable special editions models based on the GT/E were the “Black Magic” (with black and plaid interior) and the “Swinger” edition in white, also with an odd interior choice.

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PEUGEOT

In 1999, Peugeot Sport unveiled the 206 WRC, and it competed for the first time in that year’s World Rally Championship, with French tarmac veteran and long-time marque stalwart Gilles Panizzi narrowly failing, against a resurgent reigning champion in Mitsubishi’s Tommi Mäkinen, to win the Rallye Sanremo. The car was soon a success, however, and won both the manufacturers’ and drivers’ championships in 2000, Peugeot’s first such accolades since their withdrawal from the WRC after Group B was banned after the 1986 season, and achieved in the hands of Panizzi, Francois Delecour and Mäkinen’s successor as drivers’ world champion, Marcus Grönholm. For 2001, Grönholm competed alongside two refugees of SEAT’s exit from the championship at the end of 2000; compatriot Harri Rovanperä and the French 1994 world champion, Didier Auriol. Rovanperä and Auriol each contributed single wins, on Swedish Rally and Rally Catalunya respectively (the former to be a sole career win for the Finn, and the latter victory helped by assorted problems for the blisteringly quick debuting Citroën Xsara WRCs), before Auriol left the team at the end of the season. Grönholm, meanwhile, suffered sufficient reliability woes in the first half of the year such that he could manage no higher than fourth overall in the series, although Peugeot did fend off Ford, with a 1–2 result by the two Finns on the season-ending Rally of Great Britain to successfully defend the constructors’ championship title. In 2002, Grönholm – despite now being paired in the factory line-up with defending 2001 champion from Subaru, the Briton Richard Burns – led Peugeot to a repeat of the WRC title double aboard his 206 WRC. His dominance that year was compared to Michael Schumacher’s dominance of Formula One. In summary, Peugeot won two drivers’ championships, in 2000 and 2002, and three manufacturers’ titles in a row between 2000 and 2002. However, by 2003 the 206 WRC was beginning to show its age and was less effective against the competition, notably the newer Xsara WRC and the Subaru Impreza WRC, so it was retired from competition at the end of the season, to be replaced with the 307 WRC, albeit, unlike its predecessor, based not on the production version’s hatchback, but its coupé cabriolet body style. The Peugeot 206 WRC was awarded the Autosport “Rally Car of the Year” in 2002, preceded by the Ford Focus RS WRC and followed by the Citroën Xsara WRC. In 2002, Peugeot GB created the Peugeot 206 Cup, a one-make rally championship aimed at young drivers. The championship was created to help young drivers develop their careers. The cars were built by Vic Lee Racing and drivers such as Tom Boardman, Luke Pinder and Garry Jennings all drove in the championship.A similar championship also existed in France. This is a road-registered car produced in tribute to the WRC cars.

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PORSCHE

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

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In 1978, Porsche introduced the new version of the 911, called the ‘911SC’. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. The “SC” stands for “Super Carrera”. It featured a 3.0-litre aluminum engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 PS later 191 PS and then in 1981 it was increased to 204 PS. The move to an aluminum engine was to regain case reliability, something missing for many years with magnesium. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since. In 1979, Porsche had made plans to replace the 911 with their new 928 company flagship. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totalled 58,914 cars. The car was replaced by the 911 Carrera which ran from 1984 until the arrival of the 964 generation in 1989.

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

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

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

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At the 2018 Paris Motor Show held in October on the occasion of the 70th-anniversary celebration of the marque, Porsche unveiled the Speedster variant of the 991 generation for the 911, as a concept. Utilising the chassis of the GT3 and the body shell of the Carrera 4 Cabriolet, the Speedster includes the GT3’s 4.0-litre naturally aspirated Flat-6 engine generating a maximum power output of 500 PS (493 bhp) and having a red-line of 9,000 rpm coupled with a 6-speed manual transmission and titanium exhaust system which are claimed to be 4 kg (9 lb) lighter than the 7-speed manual transmission found on the standard 991 models. The car also features the signature “hump” shaped double-bubble roof cover along with a shorter windshield frame, side window glass and the analogue roof folding mechanism retaining the “Talbot” wing mirrors and the central fuel cap from the 911 Speedster concept unveiled earlier at the Goodwood Festival of Speed harking back to its use on the 356 Speedster. Other highlights include a leather interior with perforated seats, red tinted daytime running lights, carbon fibre fenders, engine cover and hood and stone guards. Production began in the first half of 2019 and be limited to 1,948 units in honour of the year in which the 356 “Number 1” gained its operating license. The final production version of the Speedster was unveiled at the 2019 New York Auto Show in April and dropped the “Talbot” wing mirrors in favour of standard 991 wing mirrors. The speedster was available for sale in May 2019.

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The 992 generation GT3 was launched a few months ago, and numbers are gradually increasing as the cars get delivered.

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

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

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The commercially very significant Boxster was also represented here. Grant Larson’s design, inspired by the 356 Cabriolet, Speedster, and 550 Spyder, stimulated a commercial turnaround for Porsche. Through consultation with Toyota. Porsche began widely sharing parts among models and slashed costs. By October 1991 following a visit to the Tokyo Motor Show, Porsche in dire straits, began to devise solutions to succeed the poor selling 928 and incoming 968 (a heavy update of the 944). In February 1992, Porsche began development of a successor to the 928 (mildly updated for 1992) and recently released 968. By June 1992, out of 4 proposals based on dual collaboration between the 986 and 996 (993 successor) design teams, a proposal by Grant Larson and Pinky Lai was chosen by Harm Lagaay. In August 1992, a decision was made to develop the concept into a show vehicle, in time for the 1993 North American International Auto Show. After garnering widespread acclaim from the press and public upon presentation of the Boxster Concept in January 1993, the final production 986 production exterior design by Larson was frozen in March 1993. However, by the second half of 1993, difficulties arose with fitment of some components, resulting in lengthening of the hood and requiring another design freeze by fourth quarter of that year. Prototypes in 968 bodies were built to test the mid-engine power train of the 986 by the end of 1993, with proper prototypes surfacing in 1994. Pilot production began in the second half of 1995, ahead of series production in mid-1996. The Boxster was released ahead of the 996. The 986 Boxster had the same bonnet, front wings, headlights, interior and engine architecture as the 996. All 986 and 987 Boxsters use the M96, a water-cooled, horizontally opposed (“flat”), six-cylinder engine. It was Porsche’s first water-cooled non-front engine. In the Boxster, it is placed in a mid-engine layout, while in the 911, the classic rear-engine layout was used. The mid-engine layout provides a low center of gravity, a near-perfect weight distribution, and neutral handling. The engines had a number of failures, resulting in cracked or slipped cylinder liners, which were resolved by a minor redesign and better control of the casting process in late 1999. A failure for these early engines was a spate of porous engine blocks, as the manufacturer had difficulty in the casting process. In addition to causing problems with coolant and oil systems mingling fluids, it also resulted in Porsche’s decision to repair faulty engines by boring out the cast sleeves on the cylinders where defects were noted in production and inserting new sleeves rather than scrapping the engine block. Normally, the cylinder walls are cast at the same time as the rest of the engine, this being the reason for adopting the casting technology. The model received a minor facelift in 2002. The plastic rear window was replaced by a smaller glass window. The interior received a glove compartment, new electro-mechanical hood and trunk release mechanism (with an electronic emergency release in the fuse box panel) and an updated steering wheel. Porsche installed a reworked exhaust pipe and air intake. In addition, the front headlight’s amber indicators were replaced with clear indicators. The rear light cluster was also changed with translucent grey turn signals replacing the amber ones. The side marker lights on the front wings were changed as well from amber to clear, except on American market cars where they remained amber. The bumpers were also changed slightly for a more defined, chiselled appearance, and new wheel designs were made available. The second generation of the Boxster debuted at the 2004 Paris Motor Show

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This is the 981 generation Cayman.

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PROTON

Proof, perhaps, that once a car becomes old and rare enough, it will generate interest no matter how prosaic it was considered when new, comes from the amount of attention being paid to this Proton Saga, one of only a handful left in the UK. The concept of a ‘Malaysian car’ was conceived in 1979 by Mahathir Mohamad, then the Minister of Trade and Industry. Mahathir actively encouraged the development of heavy industries in Malaysia as part of a long term vision for self-sufficiency and progress. The automotive industry in Malaysia was established in the late 1960s. Six automobile assembly plants were set up to assemble cars with complete knock-down (CKD) kits imported from various car companies from Europe, America, Japan and Australia. However, inadequate economies of scale and local content regulations drove up prices of new cars in Malaysia over the course of the 1970s, with most if not all locally assembled CKD models generally costing more to produce than an equivalent CBU import. By the dawn of the 1980s, the Malaysian government concluded that direct involvement was necessary to reverse losses and spur future industrial growth. Mahathir Mohamad became the fourth Prime Minister of Malaysia in July 1981. The National Car Project was approved in 1982, with the objective of accelerating technology transfer, increasing and rationalising local content, and involving more Malay entrepreneurs in the then largely ethnic Chinese dominated Malaysian automotive industry. Mahathir had invited Mitsubishi Motors to participate in the National Car Project. The decision to collaborate with a Japanese car company was part of Mahathir’s ‘Look East Policy’. By January 1983, Mitsubishi had prepared two prototypes in Japan, codenamed LM41 and LM44. On 7 May 1983, Perusahaan Otomobil Nasional (Proton) was established. HICOM held a 70% stake in Proton, while Mitsubishi Motors and Mitsubishi Corporation held 15% each. The Proton Saga was launched on 9 July 1985. It is based on the 1983 Mitsubishi Lancer Fiore platform, and powered by the 1.3-litre 4G13 Orion II engine. The first known Proton Saga to roll off the production line in Shah Alam is preserved at the Muzium Negara as a symbol of the beginning of the Malaysian automotive industry. The Saga became a national symbol of Malaysia. Mahathir drove a prototype Proton Saga fitted with a 2.0-litre Mitsubishi Sirius 4G63 engine and a Jalur Gemilang across the Penang Bridge during its opening ceremony on 14 September 1985. Initially, Saga supplies were low, with just 700 vehicles produced in time for the launch. The cars sold quickly, and Proton was unable to meet public demand. However, by mid-1986, the Saga had captured a 64% domestic market share in the Below 1600cc segment. Proton first ventured into export markets in 1986, with Bangladesh receiving the Proton Saga on 26 December 1986, followed by New Zealand, Brunei, Malta and Sri Lanka in 1987. The 10,000th Saga was also produced in 1986. Proton attempted to sell the Saga in the United States as early as 1986 with the help of American automotive entrepreneur Malcolm Bricklin. Mahathir had been impressed by Bricklin, who was advised to work with Proton on orders from the former U.S. Secretary of State, Henry Kissinger, who had previously taught Mahathir at Harvard University Soon after the first Sagas were imported into the United States, Bricklin revealed that he had not gained approval from the authorities. This resulted in the termination of all investments between the involved parties and proved a major financial loss for Proton. In January 1987, the Proton Saga 1.5-litre saloon was introduced. It was powered by the 1.5-litre 4G15 engine, but remained largely unchanged exterior-wise to the 1985 Saga. Later in October 1987, a hatchback variant called the Proton Saga Aeroback was launched. It shared the same 1.5 L engine found in the saloon variant, but featured a redesigned rear end which is unique to Proton. 1987 also witnessed the production of the 50,000th Saga. The Proton Saga Magma was introduced in mid-1987, offering mild mechanical and cosmetic upgrades. The Magma suffix denotes the updated engine, and the Magma-powered Saga can be differentiated from the original Orion II-powered models by its slightly different front grille design and the inclusion of bumper protector mouldings. Additionally, the first Saga models with automatic transmissions were made available in 1987. The Proton Saga made its European debut on 11 March 1988 with its launch in Ireland. Both saloon and hatchback models were made available at a cost of between £8,999 and £10,799. Proton managed to launch the Saga in Ireland before the United Kingdom as only minimal changes and modifications were necessary to pass Irish automotive and safety regulations. Additionally, the Irish automotive market was small at around 50,000 units a year at that period, as opposed to the much larger U.K. market at 2 million units. Proton launched the Saga in several small Commonwealth countries while they prepared for their large scale launch in the U.K. with over 100 dealers. In October 1988, the Proton Saga made its English debut at the 1988 British International Motorshow, where it won three Prestigious Awards (two gold medals and one silver) for quality coachwork and ergonomics. The Saga was also voted among the Top 10 best cars at the show. 1988 witnessed Proton’s entry into the Jamaican market, along with the 100,000th Saga produced. On 16 March 1989, Proton officially launched the Saga saloon and hatchback duo in the United Kingdom. The saloon models were renamed Proton 1.3 and Proton 1.5 respectively according to their engine displacement in addition to a suffix such as S.E. or G.L. which denoted trim levels. The U.K.-market models also differed slightly from their Malaysian counterparts. All U.K.-market models were equipped with the original Mitsubishi Lancer Fiore dashboard and rear reflector lamps to pass U.K. safety regulations. Britain also received many limited edition models such as the Proton Puma, Lynx, Emerald, Prism and SE Le Mans, which featured higher trim levels and unique equipment. Proton advertised their models with the slogan “Japanese Technology, Malaysian Style” in the United Kingdom. Proton later set the record for the ‘Fastest selling make of new car ever to enter the United Kingdom’, exceeding their 12-month sales target within 6 months. Prior to its launch, the Saga underwent a strict homologation process to be allowed entry and sale in the U.K. market. The process included various quality, safety and emissions tests and over 400 modifications where necessary, as well as a 1,000 mile-trial on British roads and weather conditions. The Saga also went on sale in Singapore in October 1989. On 12 August 1990, the Proton Saga Megavalve was launched in Malaysia. The Megavalve nameplate represents the third engine update after the Orion (1985–1987) and Magma (1987–1990). The Megavalve engines feature 12-valves or three valves per cylinder, which is an upgrade over the older 8-valve engines. The four additional valves made the new Megavalve engines between 11% and 15% more powerful than the previous Magma plants. The Megavalve engine was produced in both 1.3-litre and 1.5-litre configurations and both were fitted with carburettors. In addition to the updated engines, the Proton Saga Megavalve was also fitted with a new front grille, wrap-around bumper protector moulding and two new exterior colours, namely maroon and green, as well as several minor changes on the interior. The 1.5S model also received new full wheel covers, and Proton reintroduced the Saga Aeroback 1.5I model due to popular demand. Safety standards were also raised with the inclusion of rear seat belts and a third brake light as standard equipment. The Proton Saga Megavalve ranged from RM28,000 to RM36,000, or an increment of RM2,000 over the previous Proton Saga Magma range. A unique limousine version of the Proton Saga was also produced. It is 25 percent longer than the regular Saga saloon, and features a built-in freezer, in-car entertainment system and a television. The 200,000th Saga rolled off the production line on 16 May 1990. Proton launched the facelifted Proton 12-Valve in the United Kingdom on 10 January 1991. The power output from the 1.3 L engine was upped to 77 bhp and the 1.5 L offered 85 bhp. On 22 September 1991, the Proton Saga won two gold awards at the British International Motorshow for the second time. The Saga was also launched in Malawi in December 1991. By then Proton had managed to export 40,151 units, of which 33,291 were to the United Kingdom, with 3,699, 1,160 and 847 to Singapore, Ireland and New Zealand respectively. The 300,000th Saga was also produced in 1991, and locally manufactured Saga parts rose to 69% after the opening of the Engine and Transmission Factory in Shah Alam. A facelifted version was launched in August 1992, and in this guise the car was produced until 2003, though UK market sales dwindled quite sharply in the mid 90s, that initial success proving to be relatively short lived.

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RENAULT

In response to Lancia’s rallying success with the mid-engined Stratos, Renault’s Jean Terramorsi, vice-president of production, asked Bertone’s Marc Deschamps to design a new sports version of the Renault 5 Alpine supermini. The distinctive new rear bodywork was styled by Marcello Gandini at Bertone. Although the standard Renault 5 has a front-mounted engine, the 5 Turbo featured a mid-mounted 1,397 cc Cléon-Fonte with fuel fed by Bosch K-Jetronic fuel injection and a Garrett AiResearch T3 turbocharger OHV 2 valves per cylinder Inline-four engine placed behind the driver in mid-body in a modified Renault 5 chassis. In standard form, the engine developed 160 PS at 6000 rpm and maximum torque of 221 Nm (163 lb/ft) at 3250 rpm. Though it used a modified body from a standard Renault 5, and was badged a Renault 5, the mechanicals were radically different, the most obvious difference being rear-wheel drive and rear-mid-engined instead of the normal version’s front-wheel drive and front-mounted engine. At the time of its launch it was the most powerful production French car. The first 400 production 5 Turbos were made to comply with Group 4 homologation to allow the car to compete in international rallies, and were manufactured at the Alpine factory in Dieppe. Many parts later transferred to the Alpine A310, such as the suspension or alloy wheel set. The R5 Turbo was conceived with dual intent, promoting the sales of the common R5 and being homologated in the FIA group 3 and 4 categories of the rally championship (today WRC). All the motorsport derivatives were based on the Turbo 1. The factory pushed the engine output up to 180 PS for the Critérium des Cévennes, 210 PS for the Tour de Corse, and by 1984 as much as 350 PS in the R5 Maxi Turbo. Driven by Jean Ragnotti in 1981, the 5 Turbo won the Monte Carlo Rally on its first outing in the World Rally Championship. The 2WD R5 Turbo soon faced the competition of new Group B four-wheel drive cars that proved faster on dirt. There are several victories throughout the early 80’s in the national championships in France, Portugal, Switzerland, Hungary, and Spain, many victories in international rallies throughout Europe, with wins in iconic rallies such as Monte-Carlo. After the factory ceased support, it lived a second life being developed by many teams and enthusiasts to compete in regional championships and local races in which it was ubiquitous and reached many success for almost 20 years. At the time of retirement, the newly created historical categories allowed these cars to return to international events and competitions, living a third life. For these reasons it has accessed to a legendary status and has a huge fan base.

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RENAULT-ALPINE

No great surprise to see the new A110 here, a true enthusiast’s car.

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TATRA

Tatra was the manufacturer of luxurious automobiles in the Czech lands. Austro-Hungarian emperor Charles I used a NW type T; the Czechoslovak president Tomáš Garrigue Masaryk drove the twelve-cylinder Tatra 80 while his successor Edvard Beneš drove the streamlined Tatra 87. While the T87 was manufactured from 1936 to 1950, the post-war T600 may be considered the first car of the new political order. The T600 was much smaller and used an engine of only four cylinders, making it the descendant of the T97, the small pre-war Tatra. Production of the T97 had been stopped by the Nazis in order to cover its resemblance to their KdF-Wagen (which later became known as the VW Beetle). Czechoslovakia had a Socialist government from 1948, and its economy was later subject to some regulation by the Council for Mutual Economic Assistance (COMECON), consisting of eastern European socialist nations. After production of the T600 ended in 1952, COMECON decided that Tatra would manufacture only trucks, while luxury cars would be imported into Czechoslovakia from the USSR. The Tatra designers, however, continued their work on a new car in secret. In 1952 a group of designers led by František Kardaus and Vladimír Popelář began the secret development of a new car called Valuta, while officially devoting their time to development of a new three-axle bus T400. In 1953 the socialist government became frustrated with delays in delivery of Soviet cars as well as with their poor quality and they ordered development of a new luxury Tatra, thus giving legitimacy to the team’s previous work. The new car was to have a 3.5-litre air-cooled eight-cylinder engine, and it was to be ready for production by the end of 1954. While the chassis was almost ready due to the work on Valuta, the engine remained an issue. Even in their secret designs nobody had anticipated such a large engine. Engineer Julius Mackerle proposed a “temporary” solution of using the already developed 2.5-litre T603 engine in the new car (it was already successfully used in Tatra racecars and Tatra 87-603), while the larger one was supposed to be ready in the next 4–5 years. The first driveable T603 was completed in 1955. A number of body designs were tested in wind-tunnels. In the end the one proposed by František Kardas and fine-tuned by Vladimír Popelář and Josef Chalupa was chosen for production. Three versions of the model T603 were manufactured successively between 1956 and 1975. These cars are designated T603, T 2-603 and T 3-603, though the 3- was not an official designation used by Tatra. The T603-1 is easily distinguished by its three headlamps enclosed beneath a clear glass cover. In 1962 the 2-603 was launched. Four headlamps were mounted within a long oval grille and the dashboard was changed. The rear track was increased by 55 mm and the engine was modernised. In 1966 the car gained power brakes, while in 1967 other changes were added: for example the windshield’s height was enlarged by 66 mm. The unofficial -3 (or Tatra 2-603 II) omits the grille and places the headlamps flush with the car’s front fascia. The car got disc brakes on all four wheels and was officially changed to a five-seater for legal reasons (from 1968 the safety belts became obligatory for passengers on front seats). In 1973 the T603 became the first Czechoslovak car with contactless thyristor ignition. To complicate matters, as model T603s were returned to the factory to be exchanged for “new” model T603s, the older cars would be disassembled and rebuilt to the current styling. These cars were then returned to use as “new” T603’s. As a result, most T603s are of the later -3 styling, regardless of their original production date. The Model T603 was allocated only to senior members of the political and industrial establishments. About a third of T603 production was exported to most of the central and eastern European countries allied to Czechoslovakia at the time, as well as to Cuba and China. Sales to private individuals were not normally possible, although a few T603s appear to have been privately owned in East Germany. Originally the Comecon issued a provision limiting Czechoslovakia to production of no more than 300 luxurious cars per year. Tatra was making more of them, though. This became an issue in 1957 and 1958, especially considering that East Germany produced its own luxurious car, the Sachsenring P240. The Comecon decided that the two countries must reach a deal to choose which country would continue production to supply the other. In 1958 the Ministries of Interior of both countries took part in trials, which East Germany’s Minister of Machinery personally attended. The 603 won, and subsequently East Germany’s higher communist officials were able to drive the T603, while the lower ones had to drive imports from USSR. During the car’s twenty-year production run, 20,422 cars were built, mostly by hand. To the west of the Iron Curtain the car was mostly unknown, though some were used by Czechoslovak embassies in western capitals, and for a brief period some were exported to Canada and the USA, following on the success of the rear-engined VW Beetle. The model T603 was replaced by the T613 in 1974.

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TOYOTA

Perhaps the only surprise on seeing this Yaris GR is that it seemed to be the only one here. This enthusiast’s car typically appears in some quantity at events like this.

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TRIUMPH

By the mid 1960s, money was tight, so when it came to replacing the TR4 and TR5 models, Triumph were forced into trying to minimise the costs of the redesign, which meant that they kept the central section of the old car, but came up with new bodywork with the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. The resulting design, which did look modern when it was unveiled in January 1969 has what is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs of the era. All TR6 models featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the case for the US-only TR250 engine. Like the TR5, the TR6 was fuel-injected for other world markets including the United Kingdom, hence the TR6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, the non-US TR6 variant was detuned to 125 bhp for it to be easier to drive, while the US variant continued to be carburetted with a mere 104 hp. Sadly, the Lucas injection system proved somewhat troublesome, somewhat denting the appeal of the car. The TR6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided “long legs” for open motorways. TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tyres, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential. Some say that the car is one of Leyland’s best achievements, but a number of issues were present and remain because of poor design. As well as the fuel injection problems, other issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Despite the reliability woes, the car proved popular, selling in greater quantity than any previous TR, with 94,619 of them produced before production ended in mid 1976. Of these, 86,249 were exported and only 8,370 were sold in the UK. A significant number have since been re-imported, as there are nearly 3000 of these much loved classics on the road and a further 1300 on SORN, helped by the fact that parts and services to support ownership of a TR6 are readily available and a number of classic car owners’ clubs cater for the model.

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TVR

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

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The Griffith was the first of the modern generation TVRs. First seen as a concept at the 1990 British Motor Show, it wowed the crowds sufficiently that unlike the Show Cars of precediing years, may of which were never seen again, Peter Wheeler and his small team in Blackpool immediately set about preparing it for production. It took until mid 1992 before they were ready. Like its forerunner namesakes, the Griffith 200 and Griffith 400, the modern Griffith was a lightweight (1048 kg) fibreglass-bodied, 2-door, 2-seat sports car with a V8 engine. Originally, it used a 4.0 litre 240 hp Rover V8 engine, but that could be optionally increased to a 4.3 litre 280 hp unit, with a further option of big-valve cylinder heads. In 1993, a TVR-developed 5.0 litre 340 hp version of the Rover V8 became available. All versions of the Griffith used the Lucas 14CUX engine management system and had a five-speed manual transmission. The car spawned a cheaper, and bigger-selling relative, the Chimaera, which was launched in 1993. 602 were sold in the first year and then around 250 cars a year were bought throughout the 90s, but demand started to wane, so iIn 2000, TVR announced that the Griffith production was going to end. A limited edition run of 100 Special Edition (SE) cars were built to mark the end of production. Although still very similar to the previous Griffith 500 model, the SE had a hybrid interior using the Chimaera dashboard and Cerbera seats. Noticeably, the rear lights were different along with different door mirrors, higher powered headlights and clear indicator lenses. Some also came with 16-inch wheels. Each car came with a numbered plaque in the glove box including the build number and a Special Edition Badge on its boot. All cars also had a unique signature in the boot under the carpet. The SEs were built between 2000 and 2002, with the last registered in 2003. A register of the last 100 SEs can be found at TVR Griffith 500 SE Register. These days, the Griffith remains a much loved classic and to celebrate the car, the owners have a meet called “The Griff Growl.”

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The Chimaera was originally intended to replace the Griffith but sufficient demand for both of the models led TVR continuing them. In 1994, TVR introduced the Chimaera 500, a high performance derivative of the Chimaera. The BorgWarner T5 manual transmission replaced the Rover LT77 unit on the rest of the range. A new alternator, power steering and a single Vee belt were fitted to improve reliability. The 4.3 litre engine option was replaced by the 4.0 litre High Compression option. The Chimaera was mildly updated in 1996. Updates included a rear bumper shared with the Cerbera, push button doors with the buttons located under the wing mirrors, a boot lid shared with the Cerbera and the replacement of the front mesh grille with a horizontal bar. The GKN differential was also replaced by a BTR unit. A 4.5 litre model was added to the lineup in 1997. It was originally intended to be fitted with the AJP8 V8 engine but due to the engine not being ready on time, a bored version of the Rover V8 was used instead. In 1998, the rear light styling and the number plate mounting angle was updated while the base 4.0 litre model was discontinued. In 2001, the Chimaera was again facelifted and now featured the Griffith’s headlights as well as seats from the Cerbera. The Chimaera was succeeded by the Tamora in 2002.

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Taking its name from the Greek name of a lightweight battle-axe used by the Scythians which was feared for its ability to penetrate the armour of their enemies, the final TVR model to be seen here was a Sagaris, a car which made its debut at the MPH03 Auto Show in 2003. The pre-production model was then shown at the 2004 Birmingham Motorshow. In 2005 the production model was released for public sale at TVR dealerships around the world. Based on the TVR T350, the Sagaris was designed with endurance racing in mind. Several design features of the production model lend themselves to TVR’s intentions to use the car for such racing. The multitude of air vents, intake openings and other features on the bodywork allow the car to be driven for extended periods of time on race tracks with no modifications required for cooling and ventilation. The final production model came with several variations from the pre-production show models such as the vents on the wings not being cut out, different wing mirrors, location of the fuel filler and bonnet hinges. As with all modern TVRs the Sagaris ignored the European Union guideline that all new cars should be fitted with ABS and at least front airbags because Peter Wheeler believed that such devices promote overconfidence and risk the life of a driver in the event of a rollover, which TVRs are engineered to resist. It also eschewed electronic driver’s aids (such as traction control or electronic stability control). In 2008, TVR unveiled the Sagaris 2, which was designed to replace the original Sagaris. In the prototype revealed, there were minor changes to the car including a revised rear fascia and exhaust system, and modifications to the interior. Sagaris models. on the rare occasions that they come up for sale, are pricey.

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VOLKSWAGEN

The Volkswagen Golf Mk2 is a hatchback, the second generation of the Volkswagen Golf and the successor to the Volkswagen Golf Mk1. It was Volkswagen’s highest volume seller from 1983 and ended in (German) production in late 1992, to be replaced by the Volkswagen Golf Mk3. The Mk2 was larger than the Mk1; its wheelbase grew slightly (+ 75 mm (3.0 in)), as did exterior dimensions (length + 180 mm (7.1 in), width + 55 mm (2.2 in), height + 5 mm (0.2 in)). Weight was up accordingly by about 120 kg (260 lb). Exterior design, developed in-house by VW design director Schäfer, kept the general lines of its Giugiaro-designed predecessor, but was slightly more rounded. All told, about 6.3 million second-generation Golfs were built. The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options, including a GTD turbodiesel (in Euro markets, later using the 1.6 “umwelt” (ECO) diesel engine), a DOHC 1781 cc 16-valve version of the straight-four GTI (as well as the tried and tested 1781cc 8v GTI), the supercharged 8v “G60” with front- and four-wheel drive options, and a racing homologated variant of this, the “Rallye Golf”. This model was intended to be sold in the United States as well (badged as “Rallye GTI”), and prototypes were made, but it did not come to be. The original Golf had been one of the few front-wheel drive hatchbacks on sale when launched in 1974, but within a decade almost all mainstream manufacturers had launched a Golf-like family hatchback. Ford had switched to front-wheel drive hatchback format for its MK3 Escort in 1980, soon after General Motors had adapted that concept for its latest Opel Kadett (Vauxhall Astra in Britain). Austin Rover (formerly British Leyland) did not enter the small family hatchback market until the launch of its Maestro at the beginning of 1983, although it had launched its larger Maxi hatchback as long ago as 1969 and in 1976 had taken the then unusual step of launching a hatchback bodystyle on a luxury car (the Rover SD1). Peugeot would not launch its first Golf-sized hatchback (the 309) until late 1985, but it had taken ownership of Chrysler’s European division (which it renamed Talbot) in 1978, just after the launch of the Chrysler/Simca Horizon hatchback. However, the likes of Fiat, Renault and Volvo had all entered the small family hatchback market by the end of the 1970s. The hatchback bodystyle had also become popular on cars produced outside Europe, particularly on Japanese models. In 1985, British motoring magazine What Car? awarded the Golf Mk2 1985 “Car of the Year”, even though it had actually been launched on the UK market early in the previous year. It sold well in Britain, peaking at more than 50,000 sales a year by the end of the decade. However, the Golf was overshadowed in the 1984 European Car of the Year contest, finishing third but being heavily outscored by the victorious Fiat Uno and runner-up Peugeot 205, which were similar in size to Volkswagen’s smaller Polo. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called “Big Bumpers”, which were introduced in the European market with an August 1989 facelift. They were available in the United States from August 1989 as well, as part of the “Wolfsburg Edition” package. They were not standardized until January 1990. This Golf was marketed for the first time with that name in the United States and Canada. The Rabbit name used on the Mk1 was meant to give a car a cuddly image, but with the 1980s redesign of the car, Carl Hahn, the former Volkswagen of America president who was now chairman of the whole company, dictated that Volkswagen model names be standardized globally. James Fuller, head of the Volkswagen brand in North America, concurred in using the Golf name to stress the car’s Teutonic character. The GTI body kit became available on a non-injection Golf and was sold as the “Driver” trim level in Europe. While the GTI remained a trim level in the Golf lineup in Europe, in some markets, it was (and continues to be) marketed as a separate model line. Volkswagen also produced their model in Yugoslavia, in a factory at Vogošća near Sarajevo, called Tvornica Automobila Sarajevo – TAS. The MK2 was produced from June 5, 1985, with a yearly production of 25,000 units until the outbreak of war in 1992. This model was produced only for the six Yugoslav republics, with a rear badge J, JX (which stands for less equipment than C and CL), C and CL and TAS badge on the front grille and Sarajevo city logo instead side blinkers. Such models were usually very poorly equipped, with the passenger side rear-view mirrors being optional equipment which had to be paid for. Engines were 1.3 (carburettor), 1.6 petrol and 1.6 diesel. Continental sales began that autumn, but the MK3 did not take over from the MK2 on the right-hand drive British market until February 1992. The Golf Mk2 was available as a 3- and 5-door hatchback. The 2-door and 4-door sedan variants of the Golf Mk2 were marketed under the Volkswagen Jetta name. No cabriolet version was developed from the Mk2; instead, the Mk1-based convertible continued to be produced, with minor changes. Trim levels included base, C, CL and GL and initially a range-topping Carat model (until 1986), later a GT (in 1987) version was also on offer. In North America, there was only a base model until 1986, in 1987 a GL and GT model, in 1988–1989, there were all three, and in 1990 until the end of its run there was again only a GL. The GTI model existed from 1985 to 1987, and again from 1990 to 1992, and the GTI 16v existed from 1987 to 1992. In Japan the range consisted of catalysed Ci/CLi/GLi models all sharing the same 1.6 or later 1.8 liter fuel-injected inline-four engines. In the course of the years, a host of “limited edition” models appeared on various markets, distinguished by cosmetic changes and/or an enriched features list. Generally, these were option packages on top of a base “model” (CL, GL, etc.). Also in some countries it could be found trim level TX (Austria) and JX (Yugoslavia). The base engine was initially the 1.3 option as used in the first generation Golf, accompanied by 1.6- and 1.8-litre petrol fours and 1.6-litre naturally aspirated or turbocharged diesel engines. In January 1984 a new base engine was introduced, a 1.05 litre inline-four mainly available in Italy and Greece. In North America, all Golf Mk2s had 1.8-litre petrol or 1.6 diesel engines (the GTI, while not a Golf model in North America, also had a 2.0-litre model). The MK2 was the last version of the Golf to feature carburettor petrol engines, as all versions of the MK3 came with fuel injection from its launch, to meet requirements that all new cars sold in the EEC after 1992 must be fitted with a catalytic converter or fuel injection. The MK2 Golf remained in production until the launch of the MK3 model in August 1991

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CLASSIC MOTOR HUB CARS

There was also ample opportunity to look around the various buildings in which Classic Motor Hub have a mix of cars for sale and those that they are storing for their owners. Because the majority of cars are here only until sold, there is constant turnover of what is on site, so you can be pretty sure that there will be something new to see whenever you visit. Most of the sale cars are high end in nature, so this is definitely a case of looking and longing, but not reaching for a cheque book which would struggle to meet the prices of the superlative machinery on show, sadly. There are two principal showroom areas, and as well as the cars and bikes that are neatly presented in each, plenty of period artefacts line the walls and so make for something that could easily pass for a museum.

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1967 AC Cobra 289: It was a simple but devastatingly effective recipe. Former racer Carroll Shelby – winner of the 1959 Le Mans 24 Hours in a works Aston Martin – approached AC with the idea of dropping Ford’s latest V8 engine into the venerable Ace chassis, which could trace its roots back to the early 1950s. The result was the Cobra – a genuine performance icon. After a short run of cars fitted with 260 cubic-inch engines, the definitive 289 model was introduced, and while the Cobra was immediately successful in domestic US racing, Shelby had his sights set on toppling Ferrari in the International Championship for GT Manufacturers. Developments such as all-round disc brakes and rack-and-pinion steering came thick and fast, and in 1965 the Cobra – in Peter Brock-designed Daytona Coupe form – achieved its goal and became a world champion. The next major step for the Cobra came with the fitment of the 427 cubic-inch Ford V8. The monstrous new engine necessitated a chassis redesign, so the main chassis rails were moved further apart and coil-spring suspension replaced the outdated leaf springs of previous models. The body was wider, with flared arches to accommodate the Halibrand wheels, the main air intake was enlarged, and everything about this latest Cobra was even more aggressive than the 289 model. The 427 offered truly breath-taking performance, but the world had moved on, and Shelby had grown ever closer to Ford and was increasingly busy with other projects. The final batch of cars was invoiced by AC in December 1966. But that was not the end. AC decided to build its own run of cars using the 427’s coil-spring chassis but allied to the 289 engine. With Ford now owning the rights to the Cobra name, the British company had to call its latest model the AC 289 Sports, but these cars – considered by some to represent the perfect blend of later chassis and earlier engine – nonetheless represent the final chapter in one of the famous automotive stories of all. This AC 289 Sports is chassis number COB6116, and was delivered on 31 January 1967 via HW Motors Ltd in Walton-on-Thames. Its first owner was David Skailes, a noted racer who had competed in an Aston Martin DB4 GT and Ferrari 250 LM. His right-hand-drive AC was finished in Pacific Green with Black upholstery, and it was specified with a hardtop and radio. After part-exchanging a 1965 Marcos 1800, Skailes was left to pay the grand total of £2183 15s. A hand-written note from Skailes in the history file explains that the Marcos belonged to his brother Ian, and that the AC was delivered by none other than George Abecassis – co-founder of HWM and a well-known former racing driver. Skailes used the AC as a road car and after he sold it, it passed through a couple of owners in the early 1970s before ending up with Brian Bolton. He sent it to marque specialist Brian Angliss, who converted the car to full 427 specification, including side-oiler engine, top-loader gearbox and wide wheelarches. It appeared in that form in Rod Grainger’s book Cobra – Super Profile, wearing the registration number 750 HOT. In the mid-1980s, the AC was sold by Rod Leach to James Jordan, who kept the car in the UK before taking it with him to South Africa during the 1990s. While there, the AC was repainted and mechanically rebuilt by Hi-Tech Autos of Port Elizabeth. The car was sold via a Christie’s auction in November 2002, and the new owner had it appraised and fettled by AC Autokraft before using it extensively on trips across Europe, including events such as the Ennstal Classic and the Kitzbühl Alpine Rally. Its next custodian was based in Japan and had the AC repainted metallic blue. He also replaced the 427 engine with a small-block 302 unit. Since 2015, the AC’s most recent owner has been painstakingly returning it to correct 289 specification, including the fitment of a correctly dated 289 ‘Hi-Po’ engine. The car has also been reunited with its original Surrey registration number. The COB6116 chassis number is stamped on the bonnet, doors and boot lid – showing those to be original to the car – and this AC 289 boasts continuous history all the way back to David Skailes in 1967. It’s also sensational to drive, and noticeably quicker than other 289s that The Classic Motor Hub has been privileged to offer for sale. As one of only 20 right-hand-drive AC 289 Sports that left the Thames Ditton factory between April 1966 and February 1969, this car offers a rare opportunity to acquire a well-documented example of a car that is a Cobra in all but name.

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1959 Alfa Romeo Giulietta Spider: Launched in 1954 a the Turin Motor Show, the Giulietta family of cars was first introduced in 2+2 Coupe (Sprint) form before being joined by the 4-door saloon (Berlina) in April 1955, and the two-seater convertible (Spider) with bodywork by Pininfarina in mid-1955. The jewel in the Giulietta crown was the engine. An all aluminium, twin-cam, 4-cylinder unit displacing 1,290cc and producing 79bhp at a heady 6,300rpm. Perhaps not outrageous power figures but coupled with a kerb weight of just 860kg, the Giulietta Spider was perfect for anyone who wanted a zingy little sports car – beautiful styling by the masters at Pininfarina only completed the package. This Alfa Romeo Giulietta Spider offered for sale at the Classic Motor Hub was first delivered in March 1959 to NSU Motorenwerke. Why a rival manufacturer would want such a car is not known but as a producer of small capacity cars, one could imagine it being used to help design and compare their own models. The early records are not clear but it would seem that the Alfa would remain in Germany until purchase by hotelier John Colley from London in 1992. In his ownership the car was largely kept in storage until Nigel Smeal (a director of the Lagonda Club) bought her and embarked on a full restoration. The car was stripped to a bare metal shell and totally rebuilt. Although red at the time of restoration and repainted as such, factory records actually show the original colour to be Sky Blue. Mechanically, the engine and gearbox were rebuilt by very well respected Alfa Romeo specialist Bob Dove. Today the engine runs beautifully with good oil pressure and pulls well on the road. During restoration, the car was seen by the previous owner who was so taken with the presentation of the car and the quality of the work that he insisted on buying it once it was complete, eventually getting his way and the Alfa Romeo Giulietta Spider joined his collection of Aston Martins and Bentleys. The current owner bought this Giulietta Spider from respected London dealer, Graeme Hunt, a few years ago. The intention was to enjoy many a mile of sun soaked motoring and while the itch was scratched, sadly the Alfa just hasn’t seen the use he feels it deserves so the time has come for someone else to have the opportunity to own what is considered by many to be the most beautiful and quintessentially Italian sports car you can buy. One only has to look at events like the California Mille and Modena Cento Ore to see just how popular these stunning little cars are, and at the price being offered, it is hard to find alternatives that offer such beauty and charm for the same money.

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1933 Alvis Speed 20 SB: Founded in 1919 by Thomas George John, Alvis soon became known for its small, well-engineered and sporting cars. Based in Holyhead Road, Coventry, the company achieved great success in motor racing and was unafraid to innovate – during the mid-1920s, for example, it developed competition cars that featured front-wheel drive, all-independent suspension, and a 1.5-litre twin-overhead-camshaft engine. As the 1930s dawned, Alvis began to move upmarket and in 1932 it introduced the Speed 20. A new low-slung chassis enabled coachbuilders to design a range of handsome, well-proportioned bodies, and the Speed 20 was enthusiastically received by the motoring press. The original SA model used a 2511cc six-cylinder engine, which produced 87bhp and was carried over to the SB. First unveiled at the 1933 Motor Show, the SB was fitted with independent front suspension and an all-synchromesh gearbox – the latter representing a major step forward when compared to the ‘crash’ gearboxes then in widespread use. It was said that the development of this new unit was at least partly due to the fact that Alvis engineer AF Varney used to struggle with double-declutching… The Speed 20 sold well and played a crucial role in enabling Alvis to cope with the difficult economic conditions of the early 1930s. In fact, so well regarded was this new model that Rolls-Royce considered the Speed 20 to be the benchmark in the 20hp class. After being updated into the 2762cc SC and finally the SD, production came to an end in 1936. By then, Alvis had introduced the 3.5-litre model, which was based on the Speed 20 and was soon developed into the Speed 25. Some owners subsequently fitted the more powerful Speed 25 engine – which produced 106bhp – to their Speed 20. As war clouds gathered, Alvis moved into the production of aero engines and military vehicles – but continued to build cars as well. ‘An aristocrat among automobiles’ as a 1938 advertisement put it. ‘An exclusive car for exclusive people who will have nothing but the best’.On 27 March 1934, an advert for London-based Alvis dealer Charles Follett appeared in The Motor, heralding the success of the Coventry marque’s cars on the recent RAC Rally. Pictured in that advert was this very Alvis Speed 20, which had won its class on that event in the hands of its first owner, WEC Watkinson. The Vanden Plas tourer was originally registered on 1 December 1933, having been acquired by Watkinson, who lived in Malvern. He was a keen rally enthusiast who competed in various MGs and intended to use the Alvis in the same way – as well as being his daily transport. Watkinson drove the Speed 20 on the RAC Rally for four consecutive years, starting in 1934, and by the time he sold it in 1938 he had covered 45,784 miles – all carefully logged in his notebook. As well as competition use, Watkinson also took the car on four trips to the continent. In early 1934 he drove to Grindelwald in Switzerland for a skiing and winter sports holiday, and photographs show the Alvis negotiating snow-packed roads at the foot of the Eiger and at Zweilütschinen on the way home. That summer, he also visited the First World War battlefields in France and Belgium with his old history don from Oxford University, d’Arcy Dalton. Watkinson noted each time that he drove the Alvis more than 100 miles in one day, and on no fewer than 37 occasions he recorded more than 200 miles. He also once clocked up 96 miles giving people lifts to the Polling Office so that they could vote in the General Election. Watkinson owned the Alvis until June 1938, when it was advertised in The Autocar and sold to its next owner – Commander Marshall of Saltash in Cornwall. He later became Sir Douglas Marshall and kept the Speed 20 all the way through the Second World War and into the 1950s. In January 1953, WP 608 was sold by Elliot & Sons of Bideford to Eric Cleaton-Hart. He took the car with him when he moved to the Midlands and in 1956 sold it to an airline pilot who flew out of Birmingham Airport. It was then owned by Gordon Butler between 1957 and 1968, when it was sold to Don Jones. As well as being a motoring enthusiast, Shropshire-based Jones was a fine cricketer. He had the Alvis restored during his long ownership and started to research the car’s history. That process involved getting in touch with Suzanne Moodie, who was the daughter of WEC Watkinson. That contact led to Suzanne and her husband David acquiring the Alvis when Don Jones sadly passed away in July 2000. In 2010, the Speed 20’s engine was rebuilt at a cost of just over £18,000, and the car is presented in its original colour combination. Now sporting a beautiful patina, this Alvis is being offered for sale with a copy of its original factory car record, a wonderful selection of period photographs, commemorative tankards from the 1934 London-Edinburgh Trial and 1936 Torquay Rally, and a silver salver in honour of its class win in the coachwork competition on the 1934 Bournemouth Rally.

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1934 Alvis Speed 20 SA

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1953 Aston Martin DB2/4: This immaculate Aston Martin DB2/4, 521 UYN, has recently been restored, with the result that it is now an exceptional example of the Feltham marque’s handsome Grand Tourer. Chassis number LML/1027 was a left-hand-drive North American export that was built on 5th July 1955. It was dispatched on 28th July that year to the Peter Satori Company in Pasadena, California, and the build sheet notes that it had been fitted with the optional Dunlop Roadspeed whitewall tyres.

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1960 Aston Martin DB4 Series II: When the Aston Martin DB4 was launched in 1958, it marked the beginning of a new era for the British marque. John Wyer was dissatisfied with the styling of an initial 1956 prototype for the proposed ‘next generation’ of Aston Martin, and insisted that the company should turn to an Italian design house. After brief overtures to Pinin Farina, a deal was done with Touring of Milan – from which Aston Martin also licensed the Superleggera method of lightweight construction, which involved using a framework of small tubes on a rigid platform chassis. Touring’s crisp, clean shape was fitted around a new 3.7-litre six-cylinder engine that had been designed by Tadek Marek. The twin-cam unit featured an aluminium block for the sole reason that Aston Martin’s favoured iron foundry had no capacity for 18 months, but one of its related companies – Birmingham Aluminium – could start straight away. Suspension was via coil springs and wishbones at the front, with a live axle at the rear plus coil springs and lever-arm dampers. Rack-and-pinion steering was fitted in place of the steering box used on the earlier DB2 series, while Dunlop disc brakes were used all round. When it was launched, the DB4 cost the same as two Jaguar XK 150s but offered near-140mph performance and fabulous looks. It was regularly updated throughout its production run, from the 1958 Series I to the Series V of late 1962. From 1961 onwards, there were also the options of a convertible body style and the more powerful Vantage model. In addition, there was the short-wheelbase, competition-focused DB4 GT. Just over 1000 DB4s were built before the model was replaced by the updated DB5 at the 1963 Frankfurt Motor Show. First registered on 20 May 1960, this Aston Martin DB4 is chassis number DB4/303/R. It left the Newport Pagnell factory finished in Wedgewood Blue, with Off White leather trim, and the logbook records that it was delivered new to Alfresco Garage in Bradford. The DB4 subsequently spent most of its life in the north of England. In November 1960, it was acquired by Mr Moore-Cartwright in County Durham, before passing to Mr Wesley Oliver in Newcastle six months later. On 5 May 1964, the Aston was registered in the name of Peter Brewer in Cheshire. Brewer owned the ex-Pat Fairfield ERA R4A at that time, and apparently used the DB4 to tow the pre-war voiturette single-seater to race meetings. Macclesfield-based John Nicol bought the Aston Martin in November 1965 and it remained in his family until 2006, when it was offered for sale at the Bonhams Goodwood Festival of Speed auction. By that time, it had covered only 57,000 miles from new and was noted as being a highly original, unrestored and well cared-for example. The engine – number 370/318 – had been rebuilt to ‘big valve specification’ by Headshop in Warrington less than 1000 miles before it was sold, having previously been rebuilt by Oselli in 1997. The DB4 remained unrestored with its next custodian, who enjoyed a trip down to Monaco with it for the Historic Grand Prix. The car was then sold again in late 2012, and a pre-purchase inspection by a marque specialist noted that, while it could be used as an ‘everyday DB4’, it would soon be in need of cosmetic and mechanical attention. He noted that it ‘would make a very good car to restore as it is complete and shows no sign of poor repairs so often carried out in the past when the cars were not so valuable’. The decision was made by the new owner to treat the Aston Martin to a complete restoration, which was carried out between 2013 and 2015. Parts were sourced from Aston Martin Dorset, while the rechroming, bodywork and respray were carried out by XK Engineering in Coventry. Mike Thomas did the trim work, and the car’s history file documents each stage of the project in painstaking detail. There is also a CD containing photographs taken during the restoration. Presented in its original shade of Wedgewood Blue, with a blue interior, this Aston Martin DB4 is in immaculate concours-ready condition and is now being offered for sale by the Classic Motor Hub. As well as all paperwork relating to the restoration, its history file includes the original log book and build sheet, plus early servicing work carried out between 1960 and 1963, and MoT certificates dating back to 1967.

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1965 Aston Martin DB6: A copy of the original build sheet for this car shows that it was delivered to the dealer, Arnold G Wilson, on 1st December 1965 and registered to its first keeper on 6th January 1966 under the registration number NGU 195 D. Supplied in Pacific Blue with Grey trim, the records show that the car was originally supplied as an automatic and the only extra was a power aerial. A duplicate of the original green folding log book, issued by the Corporation of Glasgow, records two of the subsequent owners- Charles Fleming and Clive Richardson. Subsequent to that, there is correspondence on file between a Trevor Ward and the local vehicle licensing centre in the first half of 1986. The content of the letters suggests that the car had been off the road for some time and the registration number had lapsed. Because of this, later registration documents note a registration date for the car of 3rd September 1986 under the registration number, HKR 391D. The car remained in the ownership of Mr Ward until 2007 when the car was acquired by its current owner, a proprietor of a business in the South of England that the Classic Car Directory describes as being involved in the restoration, modification, race preparation welding and fabrication of Aston Martins, Jaguars and other Classic Cars. Acquired as an ideal restoration project for the proprietor’s own use, the car was then described as totally unrestored and consequently lacking the usual plethora of tacked on repairs to MOT standards! The chassis was restored by them to the original Aston Martin specification with all welds and panels correct to original specification. The body restoration was undertaken from the underbelly of the car and when finished, the body was treated with cavity wax and coated with Wurth Schutz. The paint and bodywork, in classic Silver Birch, was contracted to a top coachworks, SAR Limited, and further enhanced by new stainless steel bumpers. The specialists tackled the rest of the mechanical work and the engine was rebuilt using new pistons, rings and liners. The brakes and suspension were reconditioned to new standard and a Harvey Bailey handling kit fitted. This handling work was complimented by the fitment of new 6 x 15 MWS Stainless Steel Wire Wheels with the ultimate classic performance tyres- Avon CR6ZZ. As you would expect of a performance enthusiast, the automatic gearbox was replaced with a Getrag 5 speed manual gearbox with a standard DB gear lever. A negative earth conversion completed the mechanical overhaul. The choice of gearbox was based on the unit’s similarity to the original factory specified F box but having smoother gear change characteristics while retaining the correct ratios. The finish of the under bonnet area was important in terms of both performance and appearance. Oil pressure, performance and sound are as they should be while the concealed transistor ignition is hidden away in the distributor itself. The whole under bonnet area was then detailed for a concours appearance to match the performance. On the interior, the original leather was in excellent condition and was lightly restored, the headlining was replaced and the Wilton carpets leather bound for durability and good looks. The dashboard was dismantled and refinished in the correct black pearl while instruments were overhauled and the glove box retrimmed.

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1958 Austin Healey 100/6: The Austin-Healey 100 had begun to decline in popularity by the mid-1950s so was re-vamped as the 100/6, despite its initial success. BMC’s 2.6-litre C-series six replacing the original four-cylinder Austin Atlantic engine. In 100-6 tune the pushrod straight six produced 102bhp – 12bhp more than its predecessor – though the inevitable weight gain meant that there was little if any improvement in performance. In 1957 an improved ‘six-port’ engine became available, and this 117bhp unit was fitted to all the newly introduced BN6 two-seat roadsters. This 100/6 was rebuilt by renowned marque specialists Denis Welch Motorsport and sold to Andrew Usher, a well-known campaigner of racing Healeys in the early 1980s. It incorporates all of the most desirable Welch performance upgrades for a 100/6, including a lightweight aluminium body (with steel bonnet). ‘MSV 500’ was sold by Denis Welch to his brother-in-law (the previous owner) in 1986 and for the next 26 years was continuously upgraded and maintained by Denis Welch. Incorporating a 3-litre cylinder block, the engine has been built to Stage 3 ‘fast road’ specification. The latter includes a blueprinted, lightened and balanced flywheel; gas-flowed cylinder head; forged pistons; SU 2″ carburettors; Welch inlet and exhaust manifolds; high-flow aluminium radiator; ITG competition air filters; fully baffled works-type sump; competition clutch; electric fuel pumps; side-exit competition exhaust; spin-on oil filter; and Kenlowe electric fan with manual override. The engine produces an estimated 175-185bhp at the flywheel, which combined with the lightweight body makes for a car with breathtaking performance. The car looks absolutely stunning in its Lobelia Blue livery with white number-roundels, the ‘MSV 500’ numberplate and trim in blue leather. The car is also fitted with the rare, yet extremely comfortable, period-correct lightweight seats in 100S ‘Le Mans’ style. This Austin-Healey also boasts a new soft-top in blue mohair and is fitted with a period-correct hardtop. Ideally suited to a wide variety of prestigious historic motor sports events, this unique Austin-Healey 100/6 would be equally at home, on a trip to Goodwood or Classic Le Mans especially as it’s fitted with a Monit rally trip-meter and Willans safety harness.

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1958 Austin Healey Sprite: Launched in Monaco shortly after the Principality’s 1958 Grand Prix, the Austin-Healey Sprite was intended as a small, cheap sports car that would fit into BMC’s range beneath the larger MGA. It started a dynasty that would provide countless enthusiasts with affordable, fun motoring – a brief that it still fulfils more than 60 years later. Under the stewardship of Geoffrey Healey – son of Donald – the original Sprite featured bodywork that was designed by Gerry Coker, and its distinctive headlamps soon led to it being given the ‘Frogeye’ nickname. Barrie Bilbie’s chassis design made use of unitary construction, and the engine was a twin-carburettor version of the 948cc A-series unit that was also found in the Austin A35 and Morris 1000. Rack-and-pinion steering was used, the suspension was by coil springs and wishbones, and the live rear axle featured quarter-elliptic springs and lever-arm dampers. In 1962, a redesigned Sprite was introduced that did away with the ‘Frogeye’ styling, and an MG Midget-badged variant made its debut. As well as the facelift, the engine was enlarged to 1098cc during the Mk2’s production run and front disc brakes fitted. Over the years, the engine capacity was increased to 1275cc, but production of the Austin Sprite came to an end in 1971. Its MG Midget sibling lived on until 1980. Its fine handling and an engine that was ripe for modification meant that Sprite made a good competition car. Perhaps its most famous successes came at Sebring in Florida, with a class one-two-three in the 1959 12 Hours, which was followed by a class win and second overall (with Stirling Moss at the wheel) in the 1960 4 Hours. Supplied with in-depth notes, history and specification details – all painstakingly hand-written by its owner – this Austin-Healey Sprite offers a unique and exhilarating take on the original car’s ‘back to basics’ sports car formula. The logbook records the first owner of chassis number AN5-3479 as being Christopher Cheek of Richmond, Surrey, and it was registered 802 SMG on 8 October 1958 – the first year of Sprite production. At that point, the car was yellow and fitted with the standard 948cc A-series engine, and after Mr Cheek it passed to Mervyn Mitchell in Winchcombe, Gloucestershire. By the 1980s, the Sprite had been fitted with the 1275cc engine and four-speed gearbox from an MG Metro, as well as front disc brakes to replace the original drums. It had also been repainted red. The car was purchased by the current custodian in July 2015, and was immediately entrusted to MG performance specialist Frontline Developments. The first job was to fit an Ashley bonnet – a popular period modification that replaced the distinctive ‘Frogeye’ front end with a lighter and more streamlined panel by Ashley Laminates. A Honeybourne Mouldings hard-top was fitted, Avo telescopic dampers and an anti-roll bar were installed at the front, and the inlet and exhaust manifolds were replaced. But that was just the beginning… In 2016, a Revotec fan was fitted, a Quaife limited-slip diff was specified with a 3.9:1 final-drive ratio, and stronger halfshafts were installed. The following year, the engine was upgraded to Frontline’s 1380cc fast-road specification. An alloy cylinder head from Moss was fitted, the crankshaft was balanced and the flywheel lightened. The dynamo was replaced with an Accuspark Dynamator alternator and an alloy radiator was installed. Minilite alloy wheels were fitted and the front brake discs were increased from 8in to 9in. At the rear, 8in discs replaced the drum set-up. The power output from the modified engine is quoted as being 90bhp at 6000rpm, and it drives through a Frontline five-speed gearbox. The full specification is documented in the history file, and over the subsequent two years the owner covered another 5000 exhilarating miles in the car, which is now being offered for sale by the Classic Motor Hub. The Austin-Healey Sprite was already a fun little sports car in factory specification, but the well-chosen and beautifully engineered modifications on this example have turned it into a genuine ‘pocket rocket’ boasting chassis upgrades that will enable its new owner to exploit every last bit of its extra horsepower.

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1965 Austin Healey Sprite Mark III: Launched in Monaco shortly after the 1958 Grand Prix, the Austin-Healey Sprite was intended as a small, cheap sports car that would fit into BMC’s range beneath the larger MGA. It started a dynasty that would provide countless enthusiasts with affordable, fun motoring – a brief that it still fulfils more than 60 years later. Under the stewardship of Geoffrey Healey – son of Donald – the original MkI Sprite featured bodywork that was designed by Gerry Coker, and its distinctive headlamps soon led to it being given the ‘Frogeye’ nickname. It featured unitary construction, and the engine was a twin-carburettor version of the 948cc A-series unit that was also found in the Austin A35 and Morris 1000. Rack-and-pinion steering was used, the suspension was by coil springs and wishbones, and the live rear axle featured quarter-elliptic springs and lever-arm dampers. In 1962, a redesigned Sprite was introduced that did away with the ‘Frogeye’ styling, and an MG Midget-badged variant made its debut. As well as the facelift, the engine was enlarged to 1098cc during the MkII’s production run and front disc brakes fitted. The same engine was carried over to the MkIII, which also featured exterior door handles and semi-elliptic rear springs. Engine capacity was increased to 1275cc for the 1966 MkIV, which gained a fixed foldable soft-top, rather than the removable top used previously. After a short run of Austin Sprites (minus the ‘Healey’ name), production came to an end in 1971; its MG Midget sibling lived on until 1980. Its fine handling and an engine that was ripe for modification meant that Sprite made a good competition car. Perhaps its most famous successes came at Sebring in Florida, with a class one-two-three in the 1959 12 Hours, but there was also class victory – and 12th overall – at the 1965 Le Mans 24 Hours for the Sprite driven by Paul Hawkins and John Rhodes. Looking resplendent in its original colour combination of Riviera Blue with dark blue interior, this Austin-Healey Sprite MkIII has been meticulously restored and must be one of the best examples currently on the market. Its Heritage Certificate states that it was built between 5-8 January 1965 and was despatched on 4 March. Chassis number H-AN8/49039 was a right-hand-drive UK-market car and was supplied with a heater, disc wheels and a toughened glass windscreen. Its original supplying dealer is not listed, and by May 2016 it was a rolling chassis in need of complete restoration. All of the subsequent expenditure is carefully catalogued in the car’s history file, from the purchase of new front and rear bumpers to a rebuild of its A-series engine, a respray, and assorted interior and exterior components. The Sprite was finished in summer 2017, with the total cost of its restoration adding up to just over £32,000. All invoices have been retained and there is also a hardback book of photographs documenting the entire process. Having been cared for by marque specialist Motobuild since completion, its carburettors were rebuilt in 2020 and a fresh gearbox – mated to a lightened flywheel – was installed later that year. It has been put through an MoT test every year since the rebuild, with its next one being due in May 2023. Now being offered for sale by The Classic Motor Hub, this Austin-Healey Sprite is truly immaculate inside and out, and is ready to provide the sort of ‘back to basics’, top-down entertainment for which this enduring little sports car is rightly famous.

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1925 Bentley 3 litre Blue Label: From victory at Le Mans to the patronage of royalty and aristocracy alike, it was the 3 Litre that laid the foundations for the Bentley marque. The first model to be offered by WO Bentley’s new company from its launch in 1919, it used an engine that was developed in-house and which took inspiration from pre-war Mercedes Grand Prix designs. The four-cylinder monobloc unit was advanced for its time and featured 16 valves, an overhead camshaft and twin plugs per cylinder. Various combinations of chassis and engine tune were offered from the beginning of 3 Litre production in 1921 through to its replacement by the 4.5 Litre in 1929. The majority of the 1622 cars that left the Cricklewood factory were the Blue Label model, which was offered with a wheelbase of either 9ft 9.5in or 10ft 10in, and had a single Smiths carburettor. The Red Label Speed model used only the shorter 9ft 9.5in chassis and featured a higher-compression engine running on twin ‘sloper’ SU carburettors. And finally there was the Green Label Supersports model, which was built in tiny numbers on a 9ft chassis and was guaranteed to offer 100mph performance. Motor racing was part of the Bentley story from the very beginning, and in 1923 Frank Clement and John Duff drove the latter’s 3 Litre in the first running of the Le Mans 24 Hours. They returned in 1924 and won outright – the first of Bentley’s six victories at La Sarthe, and the first inkling of the ‘Bentley Boys’ legend that would take hold throughout that decade. Exactly 100 years since it first went into production, the Bentley 3 Litre remains among the most coveted of all vintage cars, its combination of robust engineering and sporting pedigree deservedly giving it iconic status. This Bentley 3 Litre Blue Label model has a rich history. Chassis number 1109 was fitted with a four-seater tourer body by Freestone & Webb and sold new in 1925 via Dublin agents Keegan & Neill to Ernest Bewley. By then in his mid-60s, Bewley was part of a successful family of tea merchants, and in 1894 he had opened his first Oriental Café in Dublin. That was followed by three more, the most famous of which is the one that is still located on Grafton Street today. Poet Brendan Kennelly once said that Bewley’s Oriental Cafés were ‘the heart and hearth of Dublin.’ Sadly, the opening of the Grafton Street shop took its toll on Bewley’s health and his finances. After he died in 1932, the Bentley passed to a WJ Malcolmson, who was also based in Dublin. Included in the paperwork is a copy of the original Bentley Motors service record, which goes up to 1939 and documents a considerable amount of mechanical work during that decade. Following the war, the Bentley was acquired by SJL Spicer, a marque enthusiast who had been demobbed from the military in 1947 with a gratuity of £250, which he was determined to spend on fulfilling his long-held ambition to own a Bentley. His family had recently moved to County Wicklow, south of Dublin, and he heard about this 3 Litre, which he later recalled had the registration number IK 8281. The Bentley was complete but the engine had been dismantled. Spicer nonetheless bought everything for £150 and had it towed back over the Wicklow mountains by a local in a wartime Ford V8 3-ton truck that apparently had marginal brakes. Once the engine had been rebuilt, Spicer reported reaching almost 70mph in the Bentley, but eventually sold it for the princely sum of £27 10s. In a letter to a subsequent owner, Peter van Hamel recalled buying the Bentley in ‘1949 or 1950’ from Ireland, where ‘she had been left to moulder’. Van Hamel lived in Sudan, so it was shipped out there, but he reported that he sold it in January 1957. By 1961, the Bentley was back in England and being offered for sale by Halfway Garages near Reading. It was from there that RN Loney bought it on 13 July that year. He paid £295 for the car and had it shipped from Southampton to Durban in September 1961, then on by rail to his home in Johannesburg. For almost 30 years, Loney then set about restoring the 3 Litre, numerous letters in the history file to marque authorities such as Donald Day being testament to the care and attention he put into the project. When it finally came time to licence the car in early 1990, Loney wrote to the authorities: ‘The car has not ever been used in South Africa and in the ensuing years has been completely overhauled mechanically and rebuilt by me.’ The Bentley took part in the 1990 Total Vintage Bentley International Tour of South Africa, and five years later it was used to transport Joe Modise, the Minister of Defence, plus various high-ranking military officers around Voortrekkerhoogte airbase during the 75th-anniversary celebrations of the South African Air Force. Loney kept the Bentley until he passed away in 1998. It was bequeathed to his friend Carol Schellinck, and then – fittingly, perhaps – it was bought by an Irishman living in South Africa and taken back to Ireland. It changed hands again in 2010 and was given a full restoration, including an engine rebuild. Very early in the car’s life – possibly even within the first 12 months – its original engine (1114) was replaced by 1171, which had originally been fitted to chassis number 1149. This Bentley 3 Litre is now being offered for sale by The Classic Motor Hub, and presents superbly and drives beautifully, with huge reserves of torque. The steering is direct and accurate, the right-hand gearchange is remarkably user-friendly, and sensible upgrades that have been fitted during the course of its life include an overdrive unit plus an electric fan. It’s a vintage tourer in the very best tradition, and is all the more pleasing for retaining its original Freestone & Webb body.

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1926 Bentley 3/4½-Litre Park Ward Saloon: From victory at Le Mans to the patronage of royalty and aristocracy alike, it was the 3 Litre that laid the foundations for the Bentley marque. The first model to be offered by WO Bentley’s new company from its launch in 1919, it used a four-cylinder monobloc engine that was advanced for its time and featured 16 valves, an overhead camshaft and twin plugs per cylinder. Various combinations of chassis and engine tune were offered from the beginning of 3 Litre production in 1921. The majority of the 1622 cars that left the Cricklewood factory were the Blue Label model, which was offered with a wheelbase of either 9ft 9.5in or 10ft 10in, and had a single Smiths carburettor. The Red Label Speed model used only the shorter 9ft 9.5in chassis and featured a higher-compression engine running on twin ‘sloper’ SU carburettors. And finally there was the Green Label Supersports model, which was built in tiny numbers on a 9ft chassis and was guaranteed to offer 100mph performance. Motor racing was part of the Bentley story from the very beginning, and in 1923 Frank Clement and John Duff drove the latter’s 3 Litre in the first running of the Le Mans 24 Hours. They returned in 1924 and won outright – the first of Bentley’s six victories at La Sarthe. In 1927, Bentley introduced the 4½ Litre model, which continued the marque’s run of competition success and won at Le Mans in 1928. The Bentley 3 Litre remains among the most coveted of all vintage cars, its combination of robust engineering and sporting pedigree giving it iconic status. With the engine from a 4½ Litre fitted, you get the best of both worlds – the agility of the 3 Litre, but with the additional power offered by the 4½ Litre. Fans of historic motor racing will no doubt recognise this distinctive Bentley 3/4½ Litre Park Ward saloon. A regular entrant at the Goodwood Revival, as well as sprints, hillclimbs and rallies, it is a superb dual-purpose vintage car – competitive in various motorsport disciplines as well as being fast and comfortable on the road. Chassis number AP319 was delivered in January 1926 to Ernest Johnson, who lived in Bradford, Yorkshire. It was given the registration KU 7592 and was fitted with a Gurney Nutting Weymann saloon body. The factory records show that Johnson kept the Bentley until 1934, when it was sold to Mr ER Hill of Ockley in Surrey. Shortly after buying the car, Hill fitted a four-seater open body by Corsica, and in 1935 he had twin SU carburettors fitted. The history file contains extensive records of the work that was carried out at the Bentley factory during this period. Impressively for a pre-war car, KU 7592 boasts a continuous ownership history. In 1948, it was sold to BHC Nation – a lieutenant in the Royal Navy – and from him the Bentley passed to Flight Lieutenant DAJ Draper, a Spitfire pilot who had been awarded the Distinguished Flying Cross. Draper sold KU 7592 in 1952 to a Mr JP Graham, who in turn sold it in March 1952 to GA Cox. Mr Cox would end up owning the Bentley for more than 40 years, although it had apparently been standing for about 20 years when it was eventually acquired by the Rt Hon Alan Clark MP in 1996. Clark was a noted aficionado who owned a number of significant cars over the years, including a Jaguar C-type and a Bentley R-type Continental. The paperwork that comes with KU 7592 contains a number of letters between Clark and various people who were involved with the recommissioning of the car, but by 2007 it was still in need of restoration. Alan Clark had sadly passed away in 1999, and the car – still mechanically complete – was bought from his wife Jane by Ben Collings. The Bentley was then treated to a complete mechanical and cosmetic restoration, and as part of the process an original Park Ward saloon body that had originally been fitted to a Bentley 4½ Litre was sourced. Body number 3304 dropped straight onto KU 7592’s chassis with no modifications, and it’s thought to be the sole remaining 4½ Litre Park Ward saloon body. Engine number HT 1645 had been fitted to the Bentley at some point prior to 1959, and as part of the restoration it was converted to 4½ Litre specification. The work involved fitting a new block, crankshaft, con-rods, pistons, camshaft, valves and various other internal components, while retaining the numbered castings. A pair of correct Bosch magnetos was fitted, plus two 1 5/8in carburettors. The rear axle was rebuilt with a new crownwheel and pinion, the gearbox was rebuilt, new brake linings were installed and the steering box was fitted with high-ratio gears in order to lighten the steering. The AP319 chassis number is visible stamped into the chassis dumb iron and crossmember, the front axle, the gearbox, the steering box and the rear axle. Inside, the seats were reupholstered with brown leather – as originally specified by the first owner of body number 3304 – and the chassis number is also stamped on the chassis switch plate on the dashboard. Sympathetically and expertly upgraded for fast-road and competition use, this Bentley 3/4½ Litre has been issued with a FIVA identity card and a VSCC eligibility document and is now being offered for sale by The Classic Motor Hub. It is a unique and entertaining car that has huge reserves of power and torque, and which would be welcome at a variety of competition events – a distinctive presence among the more typical open vintage sports cars.

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1937 Bentley “Derby” 4¼ litre “Woodie”: After Bentley had gone into receivership in 1931, Rolls-Royce swooped in to buy the company from under the nose of rival Napier. The first model to be launched in this new era – during which production was moved from Cricklewood to Derby – was the 3½ Litre. Launched in 1933, this was a very different type of Bentley to those that had gone before. There was now refinement to go with the performance, and it was labelled ‘the Silent Sports Car.’ Former Bentley apprentice and VSCC stalwart Rivers Fletcher later wrote that, ‘The great charm of the new model was the exquisite lightness and precision of all the controls. The steering and brakes were delightfully smooth, accurate and sensitive.’ Its engine was based on the six-cylinder Rolls-Royce 20/25 unit, and chassis development continued through the 1930s, early modifications including a strengthening crossmember at the front end and variable dampers. Although the marque’s glory days of Le Mans success were now behind it, these handsome ‘Derby Bentleys’ became renowned for their grand-touring capabilities and were offered with a range of stylish coachwork. Performance was improved in 1936 with the introduction of the 4¼ Litre model, of which 1241 would be built before the outbreak of war in 1939. As transport infrastructure was rapidly being modernised during that period – especially in continental Europe – manufacturers had to ensure that their cars could withstand sustained high-speed running. Bentley’s answer was the introduction in 1938 of the M-series ‘overdrive’ cars, which featured revised gearing and a longer final-drive ratio. A new Marles steering box was among the other refinements, plus 17in wheels rather than 18in, and 6.50in tyres in place of the old 5.50 rubber. The camshafts were modified to increase lift, and a thermostat was fitted to the cooling system, which eliminated the old thermostatically controlled shutters in front of the radiator. The result was arguably the ultimate long-distance cruiser of its day. This distinctive Bentley 4¼ Litre ‘woodie’ is a truly individual take on the Derby Bentley theme, blending the performance for which that model is renowned with a unique and surprisingly practical station-wagon body. Chassis number B142JD actually started life in 1937 with all-weather tourer coachwork by Vanden Plas. It was given the London registration DLO 934 and sold to first owner Frederick Hughes. Not until 1949 was the shooting brake conversion carried out by Vincents of Reading, which had been established in 1806 and had bodied its first motor car in 1899. The company produced a wide range of coachwork, from two-door coupé to limousine, predominantly for prestige marques. In fact, it also built at least one shooting-brake ‘woodie’ body for a Rolls-Royce 20/25. ‘The advantages of Vincent coachwork are two-fold,’ stated an early advertisement. ‘Its exquisite appearance and luxurious comfort compel attention and admiration, whilst its technical excellence ensures perfect balance.’ DLO 934 was acquired in 1998 by Roger Saul, founder of the Mulberry fashion label. A noted car enthusiast, Saul also owned a Mercedes-Benz 300SL ‘Gullwing’, plus an Alfa Romeo P3 that he used to race. The Bentley shooting brake was kept at Saul’s Michelin-starred Charlton House Hotel in Somerset, where it proved to be a stylish and practical way of taking guests on fishing trips. One of those guests was so taken by the car that they bought it in March 2003, after which it was extensively restored. Most of the work was carried out by marque specialist Werner Mork in Germany, and included the fitment of a new cylinder head as part of an engine overhaul, a rear-axle rebuild, and restoration of the braking and electrical systems. In 2018, the Bentley was acquired by the Comtes de Dampierre champagne house. As a genuine marque enthusiast, the owner of the champagne house had no intention of using an anonymous white van for his special deliveries and vineyard tours, and instead the Bentley was pressed into service after extensive work with marque specialist. It has also been used for longer trips to the UK and Belgium, as well as for the exclusive Journées d’Automne event of which Comtes de Dampierre is the sponsor. Now being offered for sale by The Classic Motor Hub, this Bentley 4¼ Litre ‘woodie’ has acquired a delightful patina and is ready for a new custodian to load it up with luggage and head off on a long-distance adventure – maybe with a bottle or two of Comtes de Dampierre safely stowed away for when they reach their destination.

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1990 Bentley Corniche Convertible: Bentley’s version of the Rolls-Royce Corniche initially shared that model’s name, but by the mid-1980s the powers-that-be had recognised the need for Bentley to have a more independent image. In 1984, the Bentley variant was therefore renamed the Continental, reviving a famous name from the marque’s past. It was powered by a 6.75-litre, fuel-injected V8, which drove through a robust General Motors three-speed automatic transmission that was more than capable of handling the immense torque on offer. The independent suspension featured a hydraulic self-levelling system that initially worked on all four wheels but was eventually revised so that it applied only to the rear suspension. Along with the Continental name came redesigned, colour-coded bumpers and rear-view mirrors, plus a new dashboard and improved seats. The Bentley was always a much rarer car than its Rolls-Royce stablemate, with only 421 Continentals being built between 1984 and the end of production in 1995, by which time Bentley had truly started to ‘break away’ from Rolls-Royce thanks to the introduction four years earlier of the Continental R – the first of its cars not to share a body with Rolls-Royce since the S3 Continental in 1965. The Corniche-based Continental nonetheless embodied the Bentley ethos of effortless performance in a solidly engineered and comfortable package, and could whisk its occupants to 131mph. Little wonder that, since its reintroduction on this model in 1984, the revered Continental name has formed a cornerstone of the Bentley range. Originally supplied by Broughtons of Cheltenham on 1 January 1990, this beautifully presented Bentley Continental Convertible has wanted for nothing in recent years and is offered for sale in its original colour combination of Balmoral Green with St James Red interior. After being acquired at auction in July 2018, the Bentley was taken to marque specialist PT Classics in Maldon, Essex. There it was thoroughly tested and inspected, and the subsequent work is carefully detailed in the car’s history file. A compression test was carried out on the V8 engine, the fuel injectors were pressure-tested and cleaned, and a bore-scope examination was carried out. It was discovered that the incorrect valve-stem seals had been fitted, so a top-end rebuild was completed. New brake pads and flexi-hoses were fitted all round, as well as rear brake discs, while the front subframe mounts were also replaced. Inside, the seatbelts were replaced and the door cappings were stripped and re-lacquered; all of the interior wood was polished at the same time. Two years later, the spheres for the rear suspension’s self-levelling system were replaced, the air-conditioning system was re-gassed, and the front seats were connolised. In total, more than £8000 was spent in order to ensure that this Continental Convertible drives exactly as Bentley intended when it originally left the factory. The woodwork is pristine, while the leather trim and thick carpets are immaculate. There’s a commanding view down the long bonnet from the sumptuous front seats, and rear-seat passengers can get comfortable in their own individual armchairs. All in all, there can be few more luxurious ways in which to enjoy top-down summer motoring than this well-cared-for Bentley Continental Convertible.

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1909 Benz 25/45 Six Seat Sport Tourer: There can be little doubt that Karl Benz was the first to produce the petrol-engined car. Karl Benz started his engineering career making stationary engines running primarily on coal gas but soon realised the possibilities for mechanical personal transport. Benz pioneered the 4-stroke, 954cc single-cylinder engine and fitted it to a 3-wheeled “car”. Benz’s engine ran at a sedentary 400rpm and produced a grand 0.75bhp. For comparison DeDion Bouton’s engine ran at over twice the speed but Benz favoured a slower engine as it was less likely to shake itself apart. Benz’s 3-wheeler, the first petrol-powered motor vehicle was finished in Autumn 1885 and featured a tiller steering system. Benz had attempted to engineer a system to steer two front wheels but was unsuccessful, and was forced to wait until the Ackermann system was developed only a couple of years later. The 3-wheeler Benz was an innovative first attempt at a motorcar but sadly this innovation was not backed up with particularly strong sales figures as people had yet to come to terms with the idea of the horseless carriage. However, progress in this era was rapid and the first 4-wheeler came in 1893 and featured an enlarged engine now displacing 1745cc which produced a heady 3bhp and by the turn of the century this engine platform had been developed to displace almost 3 litres. This car, or more accurately this chassis template was named the Viktoria and was intended to be versatile enough for a large range of uses from 6-seater limousines to delivery vans and buses. However, it was the more compact, cheaper Velo launched in 1894 that solidified Benz as the premier motorcar manufacturer of the age. The Velo was the sales success the company needed. Sales of the Velo in 1900 outstripped the total sales of all vintage Benz cars sold before, with 603 Velos sold that year. With his cars now significantly outperforming the competition Karl Benz saw little need to change the design formula and his cars quickly became outdated as the industry caught up and by 1902 Benz sold only 206 cars. To rectify the problem Benz brought in new engineers headed by Hans Nibel who set to work on a 4-cylinder motor with 2 valves per cylinder and by 1908 Nibel had designed what was to be the template for the next series of successful Benz vehicles. Nibel’s cars were conventional machines featuring either chain or shaft drive which appealed to more conservative buyers as other manufacturers began to experiment with more diverse methods of propulsion. The vintage Benz we have in stock at The Classic Motor Hub is one of those built on Nibel’s successful design. So versatile was Nibel’s impressive engine that Benz offered it in 25 different variations and sizes. The 25/45 was built between 1909 and 1912 and the in-line 4-cylinder engine had an enormous displacement of 6.3 litres fed by an improved spraying nozzle carburettor developed by Benz. In October 1909 the car was delivered new to its first owner Ing Otto Krause who lived in Buenos Aires. Ing Krause came from a wealthy family who ran the main shipping lines between Buenos Aires and Patagonia. The Krause family owned the car until 1961 when it was discovered in a barn on the Krause family farm by a collector named Jorge Parodi. The car had been used on the farm as a work vehicle, having had the body removed and engine and chassis most likely used as a motorised cart. Parodi purchased the car from the family but did little with it, seemingly unable to find a body for the car. In 1983 Parodi sold the car to another collector called Carlos Pujol who started a comprehensive restoration on the chassis and engine. Señor Pujol owned the car for 15 years but was unsuccessful in finding a body for the car and grew tired of the search and so sold the car to our client in 1998. For six years our client searched South America for an original Benz body and fortunately had more success than the previous two owners, finding an original Benz body built by A Vendrine et Cie of Courbevoie, Paris. The restoration was completed in 2004 and since then the car has participated in several local rallies in South America, notably winning its class in the Autoclasica concours in 2012.This vintage Benz 20/45 is now in impeccable condition and ready to be enjoyed by the next vintage motoring enthusiast.

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1911 Chalmers Detroit 11/30 HP: The 3.7 litre Chalmers-Detroit with its overhead inlet valve design engine was one of the most versatile of American sporting cars of its time and for good reason was the chosen make of the elite. The Vanderbilt’s and the Rockefellers were among its patrons. The company evolved from the Thomas-Detroit, makers of the renowned ‘Thomas Flyer’ motorcars when the young CEO of the National Cash Register Company Hugh Chalmers had bought out the interest of E.R. Thomas and changed the name to Chalmers-Detroit. He left his lucrative position at NCR and entered the automobile industry, taking with him his leading salesman Joseph E. Fields. Very soon Fields was travelling all over the USA setting up dealerships for Chalmers while a new plant was built on Jefferson Avenue, Detroit to cope with the strong sales he was creating. After an intensive fact-finding trip to Europe by the Chief Engineer a fine new model was introduced. The “30” with a 115-inch wheelbase and $1,500 price tag the car was fully the equal of its transatlantic contemporaries with a monoblock-four-cylinder engine in unit with a three-speed gearbox and multi disc clutch. The engine featured overhead exhaust and side inlet valves, had separate coil and magneto ignition systems. A single pedal operated clutch and parking brake and from 1910 a lowered chassis provided a sportier profile. The astute Hugh Chalmers constantly found new ways to promote his marque and the Chalmers Detroit Model 30 demonstrated its durability and reliability in a much publicised 20,000-mile trial in which a standard car covered the 200 miles between Detroit and Pontiac Michigan four times a day around the clock for almost a month and in 1910 the marque entered and won outright the gruelling Glidden Tour, a national reliability and endurance event organised by the American Automobile Association (AAA). The Glidden Tours were the first motor race to use a chequered flag to indicate the end of the race. The time checks at the end of each section were performed by “checkers” who used chequered flags to identify themselves. For a decade before the post First World War recession the Chalmers was one of America’s most popular makes and in 1922 the company was acquired by Chrysler and their original factories continued to be used by the Chrysler Corporation until the 1980s. The excellent Chalmers Detroit Model 30 we are now offering for sale is finished in Kingfisher blue and is known to have spent part of its life in California. Bought in the 1990’s by the well-known collector of impressive cars Terry Cohn it eventually passed into a significant collection of cars in Spain where it remained largely unused for the past 20 years.

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1980 Ferrari 512BB: The Ferrari 512 BB was a natural development of the 365 GT4 BB, which had replaced the front-engined Daytona. Introduced at the 1971 Turin Motor Show and put on sale two years later, it was the first mid-engined road car to carry the Ferrari name and – like the Scuderia’s contemporary Formula One cars and sports-prototypes – featured a flat-12 powerplant. The 4390cc unit used belts rather than chains to drive its overhead camshafts, and it was mounted longitudinally with the five-speed gearbox positioned underneath. The clean, angular Pininfarina styling – which was the work of Leonardo Fioravanti – laid down a template for mid-engined Ferraris that would last until well into the 1980s. Beneath it lay a blend of unitary construction around the cabin and a tubular structure elsewhere, and the bodywork was made of steel – apart from the doors and the nose and tail sections, which were aluminium. Inside, air-conditioning was standard and road-testers complimented the comfort levels and general ease with which this latest two-seater supercar could be driven. It came at a price, though, with only a handful of ultra-exclusive cars from Mercedes and Rolls-Royce costing more. Only 387 examples of the 365 GT4 BB were built before it morphed into the 512 BB in 1976. This new model featured an enlarged 4942cc engine that had gained dry-sump lubrication but was still fitted with Weber carburettors. Low-down torque was improved and power output was quoted as being 340bhp at 6200rpm. Esteemed motoring journalist Steve Cropley later wrote that the updated model was ‘indisputably more refined, easier to drive and just as fast’. There was a competition-spec version, too – the BB LM, which was raced by the likes of legendary Ferrari concessionaires NART and Ecurie Francorchamps. A Charles Pozzi-entered BB LM managed to finish fifth overall at Le Mans in 1981 with the all-French driver line-up of Claude Ballot-Léna and Jean-Claude Andruet. The fuel-injected 512i was introduced in 1981 and represented the final stage in the development of the Berlinetta Boxer before it was replaced by the Testarossa in 1984. With its dramatic styling and sonorous flat-12 engine, the Ferrari 512 BB was undoubtedly one of the most charismatic ‘poster cars’ of the 1970s, and the superb example now being offered for sale by The Classic Motor Hub must be one of the best available. Included in the history file is the original order form (reference number ‘BB/121’) from UK distributor Maranello Concessionaires, for a right-hand-drive 512 BB in Rosso Chiaro with Nero VM8500 leather and red carpets. That order was placed on 15 January 1980 and Ferrari’s invoice for chassis number 32097 was sent on 13 June. The 512 BB was eventually supplied to its first owner – BJ White, based in Hampshire – on 1 August. Inclusive of VAT, Road Fund Tax and a full tank of fuel, his new supercar cost him exactly £31,000. The interior was retrimmed by Rardley Motors in 1990 and is now Pelle Crema and Rosso, while the history file documents all of the work that has been done on the Ferrari during the course of its life – from the 4000-mile service at Modena Engineering on 28 September 1981 all the way up to the present day. Rardley Motors carried out a documented speedometer change at 35,983 miles in 1993, and the old speedo has remained with the car. In 2012 and 2013, the 512 BB was overhauled by JL Engineering in Glasgow. The engine and gearbox were stripped and rebuilt, the steering rack was also rebuilt, the radiator was recored, and various other jobs were carried out, all of which is catalogued in the paperwork. More recently, the Ferrari has been cared for by Graypaul Nottingham. The suspension has been refurbished and powder-coated, and fitted with new bushes, while the brake calipers have all been rebuilt. The clutch assembly was also replaced in 2016. Now presented in immaculate condition, this Ferrari 512 BB has been awarded Classiche Certification and is supplied with its original wallet and handbooks, plus both tool kits. With only 101 right-hand-drive UK-supplied 512 BBs having left the Maranello factory, it offers a rare opportunity to acquire one of the definitive supercars of the 1970s.

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1948 Healey Westland: Beautifully finished in Old English White with red trim and black carpets, this immaculately restored Healey Westland was first registered in October 1948 and is thought to have been displayed on the Healey stand at that year’s London Motor Show. It was the first time the event had been held since the war and turned out to be a historic occasion, hosting the launches of landmark models such as the Jaguar XK 120, Land-Rover and Morris Minor. Chassis number B1705 was – as the prefix suggests – built on the B-type variant of the Healey frame, which was used from mid-1947 until late 1949. It’s thought to be the 205th Healey chassis produced and the 39th to be completed with Westland coachwork. The car’s period competition history includes being raced at the first meeting to be held at Castle Combe in Wiltshire. The event took place on 8 July and wasn’t open to the public, and the eight-race programme included a grid for sports cars over 2000cc. The Healey was driven on that occasion by GC Orwick, and was also raced at Goodwood and other circuits around the UK. By 1970, the car was owned by Christopher Greenwood of Somerton in Somerset, and he apparently used it daily until it was taken off the road in 1975 in need of a new clutch. Subsequent owners of JYW 774 included a Mr Gibbs, who in 1980 passed it on to Mr L Brunton, and by 1982 it was with a Mr C Pilbeam. The Healey was acquired by a new custodian in 2011. Fittingly, he was chairman of the Westland Motor Company and he soon commissioned a complete rebuild by marque specialists Classic Restorations in Milton Keynes. This was carried out to concours condition and in 2012 the car was entered for the Mille Miglia, which it completed without problem. It took part in the same event four years later, and once again covered the four-day route from Brescia to Rome and back again without incident. Of the 450 crews that started, 365 reached the finish, and JYW 774 was classified in 81st position. Competing in the legendary event was a nod to Healey history – Donald himself finished ninth overall in the 1948 Mille Miglia, accompanied by his son Geoffrey in a Westland that has also been rebuilt by Classic Restorations in recent years. In total, only 70 Healey Westlands were built, and the model’s strong performance, competition pedigree and curvaceous styling make it one of the most desirable British sports cars of the early post-war period.

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1954 Jaguar XK120 drophead coupe: The Jaguar XK 120 was the sensation of the 1948 Earls Court Motor Show. The lithe sports car was initially intended as a low-volume showcase for Jaguar’s brand-new, 3.4-litre, straight-six engine – descendants of which would survive into the 1990s – but it was soon being put into production. Demand far exceeded the expectations of Jaguar boss William Lyons, and the XK 120’s blend of beauty and performance – it was the world’s fastest production car when it was launched – made it an international sales success at a time when exports were vital to British companies. Three body styles were produced before the XK 120 was replaced in 1954 by the XK 140. First came the Open Two-Seater (also known as the Roadster), which was followed in 1951 by the fixed-head coupé, and in 1953 by the drophead coupé. At first, the bodywork was constructed from aluminium, but in early 1950 Jaguar instead began to use steel for most sections. Although the standard XK 120 produced 160bhp, the SE model upped that to 180bhp. Fitting a C-type head plus larger 2in SU carburettors boosted it even further to 210bhp, and it’s little wonder that XK 120s proved to be so successful in competition. At the 1950 Le Mans 24 Hours, the car of Leslie Johnson and Bert Hadley was a late retirement from third position, but their performance helped inspire Jaguar to return in 1951 as a works team with the C-type. This time they won outright, the first of five Jaguar victories at La Sarthe during the 1950s. There was rally success, too – most famously courtesy of Ian Appleyard in ‘NUB 120’ ­­– plus record runs that included averaging 100.31mph for seven days and seven nights at Montlhéry in 1952. Although the XK series lived on until the XK 150 was replaced by the E-type in 1961, for many enthusiasts the original XK 120 was the purest example of the breed, and it’s little wonder that, seven decades later, it remains such a coveted sports car.Toulon-born singer Gilbert Bécaud would have cut quite a dash in 1950s France at the wheel of his newly acquired Jaguar XK 120 drophead coupé. Having been part of the Resistance during World War Two, Bécaud became a songwriter in 1948 and started singing himself a few years later following encouragement from Edith Piaf. He was still in his 20s when he bought this XK 120 – which is now being offered for sale at the Classic Motor Hub – and it would have been the perfect choice for the stylish young performer. Chassis number 678351 was dispatched from the Browns Lane factory in Coventry on 27 May 1954, and sold new to Bécaud via Parisian distributor Charles Delecroix. It was delivered in Pastel Blue with a blue interior, and the accompanying Heritage Certificate states that it was fitted with engine number F3194-8, body number P2616 and gearbox number JL23094. As the 1950s progressed, Bécaud began acting and an English version of his song Je t’appartiens became a hit for the Everly Brothers. It would later be covered by the likes of Bob Dylan, Elvis Presley and Nina Simone, while another song of his, Et Maintenant, was recorded under the title What Now My Love by Shirley Bassey, Judy Garland and Frank Sinatra. The XK 120 was first registered in the UK in 1989. It was imported after being acquired by Trevor Scott-Worthington, who was ‘Total Quality Manager’ for Jaguar at the time, and kept the car for 19 years. Mr. Scott-Worthington had also set up Jaguar spares specialist Coventry Auto Components in 1969. Although the car was still attractive and driving well by 2016, the then- owner decided to commission a full restoration. The work was carried out by Clanfield Coachbuilding in Oxfordshire. The bodywork was stripped to bare metal and any repair sections were finished with traditional lead-loading – as would have been done at the factory. A full engine rebuild was carried out and a new clutch assembly fitted, while a specialist ash framer replaced any woodwork that was showing signs of deterioration. Inside, the seats were in good condition and had acquired a nice patina, so the decision was taken to leave them as they were. The rest of the interior was retrimmed, including new carpets and door cards, and the rare ivory steering wheel was retained as a nice touch of European chic from the car’s time in France. The restoration process took five years, and a full photographic record is part of the history file. Coopercraft front disc brakes and a five-speed gearbox are both popular modifications that make the XK 120 a much more useable proposition in modern conditions, and this drophead coupé is now ready to be enjoyed by its next owner.

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1955 Jaguar XK140 Fixed Head Coupe FIA Spec: Introduced in 1954 as the replacement for the XK 120, the Jaguar XK 140 retained the outline of its famous predecessor while adding various refinements and updates. It holds a coveted place in the affections of marque cognoscenti, with many arguing that it’s the best of all the XKs thanks to its blend of 120 style and 150 practicality. Among the external changes was a revised radiator grille with fewer vertical slats, plus more substantial bumpers. The interior was also redesigned in order to give occupants a little extra room, but the two-piece windscreen remained. Mechanical revisions included telescopic dampers in place of lever-arm units, and rack-and-pinion steering instead of the old recirculating ball set-up. Beneath the bonnet was the same 3.4-litre engine found in the XK 120, but in a heightened state of tune. The standard XK 140 produced 190bhp, while the SE model gained a cylinder head to C-type specification and was good for 210bhp. This model was designated XK 140 MC in North America, and it was to this vital market that most XK 140s were exported. The same three body styles were offered – roadster, drophead coupé and fixed-head coupé – with production being split roughly equally between them. The roadster was marginally more plentiful, just over 3,000 leaving the Browns Lane factory compared to just under 3,000 for the other two. Although the Jaguar XK 140 wasn’t a mainstay of competition events in the same way that the XK 120 had been, there was still sporting success along the way. There were near-misses, too – in 1956, Robert Walshaw and Peter Bolton were heading for a possible top-10 finish in the Le Mans 24 Hours when they were wrongly disqualified for prematurely taking on fuel. In more recent times, the XK 140 FHC has proved itself to be a fine choice for historic motor racing and is versatile enough to be used for a range of events. Stylish, competitive and accessible, it’s little wonder that the Jaguar XK is a popular choice for historic motor racing. This XK 140 FHC has benefitted from the expertise of specialists such as Sigma Engineering and CKL Developments, and is eligible for some of the world’s finest events. Chassis number S804245DN was built at the Browns Lane factory on 21 June 1955 as a right-hand-drive fixed-head coupé and was dispatched on 25 July to what was then Rhodesia. When new, it was finished in black with red trim. The XK 140 eventually returned to the UK, and in the past 20 years has amassed an impressive competition record. It was used on the gruelling Around the World in 80 Days Motor Challenge in 2000, and three years later completed a season of racing with the Jaguar Enthusiasts’ Club. The Jaguar was then treated to a nut-and-bolt restoration that was completed in 2010. The car was prepared to FIA Appendix K Period E specification, and the 3.4-litre engine (G4097-8S) was rebuilt for competition use by renowned engine builder Sigma Engineering. Regulations demanded that the drum brakes were retained, and most interior features are still in place, such as the dashboard and door trim. Lightweight period race seats trimmed in fluted Suede Green leather are fitted for road use and touring events, but modern race seats are also provided for track events. A full bolt-in roll cage has also been installed, plus Luke harnesses and a fire-extinguisher system. Lightweight Borrani-style aluminium-rimmed wheel were hand-made at a cost of £880 each. In 2010, this XK 140 won the JEC’s Class A series for Appendix K cars, and between 2011 and 2013 it was raced in the Motor Racing Legends Woodcote Trophy. After being acquired by its current owner in 2018, the Jaguar has competed at the Goodwood Revival – it finished seventh in that year’s Fordwater Trophy in the hands of Andrew Keith-Lucas. In 2019, it was raced in the Jaguar Classic Challenge, as well as with the JEC. Now being offered for sale by The Classic Motor Hub, this Jaguar XK 140 FHC is ready to continue its competition career with its next custodian and is eligible for prestigious events such as the Le Mans Classic, Tour Auto, Goodwood Revival and Woodcote Trophy. It comes with an FIA Historic Technical Passport and JDHT Heritage Certificate, plus an extensive photographic record of its restoration and race preparation, including dyno sheets and a DVD full of photographs.

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1958 Jaguar XK150 3.4 Open Two Seater: This Jaguar XK150 3.4 open two-seater was built on 14th July 1958 and was dispatched from the Browns Lane factory on 28th July, bound – like so many XKs before it – for Jaguar Cars New York. Chassis number S830960 was a left-hand-drive car finished in cream with black interior and red piping on the seats. In 2013 it was imported back across the Atlantic and treated to an extensive restoration.

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1960 Jaguar XK150S 3.8 Fixed Head Coupe: Introduced in 1957, the XK 150 was the last of the revered XK line that did so much to establish the Jaguar name around the world during the 1950s.Although it shared the basic look of the earlier XK 120 and 140, the body was heavily modified, with a straighter wing line, wider bonnet, and shallower doors to give more room inside. There was also a one-piece windscreen, and the XK 150 pioneered the road use of the disc-brake system with which Jaguar had achieved so much competition success on the C-type and D-type. Beneath the bonnet was, initially, the 3.4-litre version of Jaguar’s now-legendary twin-cam XK straight-six. In top-of-the-range S specification, this boasted triple SU carburettors, a straight-port cylinder head, and a compression ratio of 9:1 – all of which added up to a claimed 250bhp. An optional limited-slip differential was also offered. When The Autocar road-tested an XK 150 3.4 S FHC, it demonstrated the engine’s amazing flexibility by recording a 0-100mph time of 33.5 seconds using top gear alone, and such was its overall performance that the magazine stated: ‘After driving the 150 S for many miles, the driver realises that he is in a class apart from ordinary traffic.’ In 1959, Jaguar fitted the larger 3.8-litre straight-six, for which it claimed 265bhp in S specification – and it was this engine that would be carried over into the E-type when it replaced the XK in 1961. Still a seriously quick car even by today’s standards, the XK 150 3.8 S offered a recipe that Jaguar perfected during the 1950s and 1960s – performance that only limited-run exotica could match, but at a fraction of the price. It was a fitting swansong for the XK family. Built during the final year of XK production, this Jaguar XK 150 3.8 S fixed-head coupé was completed on 19 February 1960 and dispatched to Henlys London on 23 March. From there, it was sold to its first owner – a Mr RW Kuiper – and registered YYU 484 on 5 May 1960. It is 1 of only 115 right-hand-drive 3.8 S fixed-head coupés to leave the Browns Lane factory. In fact, total production for all variants of the XK 150 3.8 S amounted to only 282 cars, so this is a rare example of an already rare model. Chassis number T825151 was fitted with engine number VAS1127-9, and this XK 150 was originally finished in Carmen Red. It’s now presented in an elegant shade of Silver and has retained its red interior – the carpets and seats are thought to be original and have acquired a beautiful patina. Mr Kuiper retained the XK 150 until 1967, when it was sold to Donald Funnell in Berkshire. The extensive history file contains both the buff logbook and the continuation logbook, while the invoices and MoTs go all the way back to when the car was owned by Grace Mawer between 1973 and 1977. A complete mechanical overhaul was carried out in 2007, which included – among a great many other things – the fitment of a new steering rack, the camshafts being reground, the cylinder head being rebuilt, and the rear axle being rebuilt. Shortly afterwards, a bare-metal respray was carried out. As testament to the fastidious nature of the then-owner, this was not because the existing finish was showing any wear or corrosion, but simply because it was not quite the correct shade of Silver. YYU 484 has been equally well cared for by its current custodian. The overdrive unit was overhauled in 2013, and the engine was rebuilt in 2018. As part of that work, new Mahle pistons were fitted and the cylinder head was modified for unleaded petrol. The gearbox was also stripped and rebuilt, and a new clutch fitted. Electronic ignition and a Dynator were installed at the same time, while other sensible modifications for regular use include a Kenlowe fan and inertia-reel seatbelts. Now being offered for sale by The Classic Motor Hub, this matching-numbers Jaguar XK 150 3.8 S FHC is a car that we know well. A rare and beautifully presented example of this most potent of XKs, it will make a practical, fast and stylish classic for its next owner.

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1963 Jaguar E type Series 1 3.8 Fixed Head Coupe: Jaguar stunned the motoring world when it launched the E-type at the 1961 Geneva Motor Show. Its latest model offered an intoxicating blend of performance and elegance – and at a much lower price than the few cars that could match it in either area. Aerodynamicist Malcolm Sayer came up with one of the most beautiful automotive shapes ever realised, and at a time when 100mph was still a significant figure, the E-type offered 150mph performance from its triple-carburettor, 265bhp, 3.8-litre straight-six engine. Beneath the skin, it owed much to the Le Mans-winning D-type. It used a monocoque centre section with a subframe carrying the engine and front suspension. At the rear, independent suspension was fitted at a time when many of Jaguar’s rivals still employed a traditional live axle. With the marque having pioneered the use of disc brakes in the early 1950s, it came as no surprise that the E-type featured them on all four wheels. ‘Driving the car is more like flying than motoring,’ wrote John Langley in the Daily Telegraph. ‘On the M1 I found the car would cruise smoothly and quietly at 110-120mph. Bursts of acceleration rushed it up to just over 140mph on two occasions.’ In Autosport, John Bolster added the following: ‘It has a sheer beauty of line which easily beats the Italians at their own particular game’. The E-type was offered as both a roadster and a fixed-head coupé, and in late 1964 the 3.8-litre engine was enlarged to 4.2 litres. At the same time, Jaguar’s own all-synchromesh four-speed gearbox replaced the original Moss unit. A long-wheelbase 2+2 model was added to the range in 1966, before the heavily revised Series 2 was eventually introduced in 1968. Beautifully presented in its original colour scheme of Carmen Red with black interior, this Jaguar E-type Series 1 FHC drives superbly and is an exceptional example of this landmark British sports car. Built at the Browns Lane factory on 9 January 1964 as a right-hand-drive UK-market car, chassis number 861457 was dispatched to Edinburgh distributor Rossleigh on 27 January. Almost 60 years later it retains its matching-numbers status, being fitted with engine number RA 5006-9, body number V7314 and gearbox number EB 13086 JS. On 9 April 1983, the E-type was sold by a Mr Davenport to a new owner, a Mr Hammond, for £3250. Mr Hammond would end up owning it for more than 30 years and had a full restoration carried out during the 1980s. All the expenditure is carefully catalogued in the history file, and by June 1989 – when the mileage was noted as being 84,890 – the car was valued at £30,000 due to its ‘full concours rebuild’. In more recent years, the E-type passed to a new custodian and was once again restored to the highest standard. The extensive work included a rebuild of both the gearbox and differential, and discreet upgrades include stainless-steel brake hoses, an aluminium radiator – which is a popular and sensible E-type modification – an uprated starter motor, and Polybushes for the front suspension. As a result, this E-Type Series 1 is in exemplary condition throughout. The interior is pristine and the car is perfectly set off by the chrome wire wheels. It drives equally well – the performance from the 3.8-litre straight-six engine is exceptional, and the fact that a properly sorted E-type still feels like a quick car today serves as a reminder of just what a performance milestone it was in the early 1960s. Now being offered for sale by The Classic Motor Hub, this E-type Series 1 FHC comes with an extensive history file and is a fine example of one of the most beautiful and coveted cars ever made.

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1965 Jaguar E Type Series 1 4.2 Open Two Seater: Following the E-type’s sensational launch at the 1961 Geneva Motor Show, Jaguar introduced a number of detail modifications as production gradually got into its stride. And ‘gradually’ was the key word – despite overwhelming demand for the ground-breaking new model, only 342 cars were built for the UK market in 1961. After early milestones such as the deletion of the ‘outside’ bonnet locks and then the introduction of more spacious footwells to replace the flat floors seen on the earliest E-types, the first really significant change came in October 1964, when the 3.8-litre, twin-overhead-camshaft, straight-six engine was replaced with an updated 4.2-litre version of the same unit. The old Moss gearbox – which has often come in for criticism over the years – was dropped, and a new all-synchromesh, four-speed Jaguar gearbox fitted in its place. More comfortable seats were also used in the 4.2, plus improved electrics. Elsewhere, the basic layout that had been designed by aerodynamicist Malcolm Sayer was retained. With its monocoque centre section and a subframe to carry the engine and front suspension, the E-type owed much to the legendary D-type sports-racer of the previous decade. Independent rear suspension was employed, and disc brakes were fitted all round. Two body styles were initially offered – a roadster (OTS) and a fixed-head coupé – and a 2+2 model was added to the range in 1966. When Motor Sport magazine tested a 4.2 E-type, they found that they were able to spend long periods at 110-130mph on Britain’s pre-speed-limit motorways. Editor Bill Boddy – not a man who was easily impressed – concluded thus: ‘The Jaguar E-type has been one of the world’s outstanding sports cars from the day it was first announced, representing quite extraordinary value-for-outlay and a high degree of driver satisfaction. In its latest form it is very near perfection.’After an interim run of models that are now referred to as the ‘Series 1½’, the Series 1 was eventually replaced in 1968 by the facelifted Series 2, which carried over the 4.2-litre six-cylinder engine. Then, in 1971, came the Series III with an all-new V12 powerplant. The final E-type was built in 1974, and the following year Jaguar introduced its latest grand tourer – the XJ-S. This Jaguar E-type Series 1 4.2 was built on 11 January 1965 and dispatched from the Browns Lane factory in Coventry on 29 January. Chassis number 1E 1089 was finished in Cream with a black interior and black soft-top, and it was supplied via distributor PJ Evans in Birmingham to Stourbridge-based dealer Hewitts Garages. There it was collected by its first owner – a Mr J Peutherer – and registered SRF 234C. According to the car’s Heritage Certificate, it was fitted with engine number 7E 2308-9, body number 4E 1568 and gearbox number EJ 1432. At some point in its life, the E-type must have found its way to America, but it was imported back into the UK in 2014. Between 2016 and 2019, the car was fully restored by respected marque specialist XK Engineering in Coventry – only a few miles north-east of where it had originally been built. The restoration is fully documented in the E-type’s history file, with invoices totalling more than £90,000. There isn’t room here to document everything that was replaced during the painstaking process, but new floors were fitted, plus a new bonnet panel, sills, rear wings and the ‘picture frame’ at the front of the engine’s subframe. Towards the end of the project in October 2018, the E-type was given the age-related British registration FAW 364C. A full retrim in deep red was also carried out and a mohair soft-top – now covered by a black tonneau cover when lowered – was specified. Its chrome wire wheels are shod with Dunlop SP Sport tyres and it is presented in exceptional condition throughout, with a photographic record of the restoration. Now being offered for sale by The Classic Motor Hub, this Jaguar E-type retains its matching-numbers status and is a superb example of the model that many enthusiasts would say is the best-driving of all – the E-Type Series 1 4.2 Open Two-Seater.

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1964 Jaguar E Type Series 1 3.8 Open Two Seater: This Jaguar E-type Series 1 3.8 roadster was built on 23 January 1964. Chassis number 850818 was finished in Opalescent Golden Sand with a Light Tan interior and a Sand soft-top, and was dispatched from the Browns Lane factory to Henlys London on 31 January 1964. It was fitted with engine number RA 5237-9. An original UK-market, right-hand-drive E-type, it was restored during the early 1990s, a process that included an engine rebuild. After being acquired by a new custodian in 2013 – by which time it had been given an unleaded cylinder head conversion – it was restored again, beginning with a complete strip-down to a bare shell. New floors and rear wings were fitted, but the doors and bonnet were found to be in good condition and were retained. The E-type was subsequently resprayed in Old English White, the brightwork was rechromed and new glass was fitted. All of the rubber seals were replaced, too. The triple SU carburettors were stripped and rebuilt, and a Classicfabs stainless-steel exhaust system was fitted. A Tremec T5 five-speed gearbox was installed – a popular upgrade among E-type owners, and one that genuinely enhances the driving experience. The braking system has been improved with the addition of Coopercraft four-pot front calipers and vented discs. The rear axle was stripped and all the bearings and bushes replaced, and new gaskets and seals were fitted to the diff. The suspension features Polybushes throughout, a new wiring loom was fitted, and the interior was retrimmed in Oxblood Red. There is a new black mohair hood as well. The result is an absolutely pristine example of the E-type that many consider to be the most desirable of them all – the Series 1 3.8 roadster. Now offered for sale by The Classic Motor Hub, it is a beautifully restored example that is ready to be used and enjoyed in the model’s 60th-anniversary year.

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1947 Maserati A6GS Monofaro: The Maserati A6GCS is the last true Maserati. In 1947 the Maserati brothers Ernesto, Bindo and Ettore, now released from their contract with the Orsi family packed up their tools and left to form OSCA with their sights set on building lightweight, fast racing cars. Before they left however, they had time for one last masterpiece, the Maserati A6GCS Series I. Designed in conjunction with lead technical engineer Alberto Massimo, the car was officially called the 2000 Sport after the powerful 1978cc straight-6 under the bonnet. Styled by Medando Fantuzzi, the Monofaro or single headlight was initially designed to have a coupé body but the Maserati brothers, forever focussed on weight saving instructed Fantuzzi to design a lighter “Siluro” or torpedo body featuring cycle-wing fenders to protect the open wheels during racing. The Maserati brothers, perhaps aware this was the last car they would design for the company that bore their name, paid particular attention to the development of the Monofaro. The car was a mechanical masterpiece featuring double wishbone suspension across a low-slung tubular frame chassis with the engine mounted to a 4-speed gearbox. The resulting car was a force to be reckoned with, taking the fight to the more powerful Ferraris also racing at the time. The Monofaro raced predominantly in Formula 2 races where the greats such as Alberto Ascari, Stirling Moss and Tazio Nuvolari battled week in, week out at race meetings all over Europe. The first Monofaro made its debut in 1947 at a Modena sports car race where Ascari and Luigi Villoresi came first and second. In 1948 Maserati Monofaro chassis number 2007 left the Modena factory gates and began its racing career as a works factory car. The car competed on behalf of the Maserati team in European races before being renumbered by the factory in 1949 to chassis 2010 as was a fairly regular occurrence in period. However, by this time the factory had begun development of the A6GCS Series 2 and so sold the car to an Italian businessman named Giuseppe Vianini. Before WWII Giuseppe Vianini had established a successful business in Argentina as a motorcycle dealer and through his business became involved with AC Argentina Equipe who sponsored promising Argentinian racing drivers to come to Europe. One such driver they sponsored was Juan Manuel Fangio who had proven himself on dirt and gravel long-distance races across South America. These races were far removed from the Grand Prix races held in Europe which were considered the pinnacle of competition racing and so in 1947 Fangio moved to Europe to continue his racing career. Having seen Fangio race in South America Guiseppe Vianini was eager to get the young Argentinian into his Monofaro and began leveraging his contacts with AC Equipe Europe to get Fangio into his Monofaro. For the 1949 Rome Formula 2 race Fangio lined up in chassis 2010 against the dominant Ferrari 166Cs. In reality the Ferraris were always going to win with double the cylinder count but the Maseratis of Fangio and Benedicto Campos provided the only credible opposition. For the 1952 season Vianini, eager to get involved with the South American Maserati dealer network imported the A6GCS to Argentina where he sold the car to Carlos Lostaló. Lostaló continued to race chassis 2010 in the local races around Buenos Aires. At some point in the early ‘50s Lostaló removed the engine and gearbox from “2010” and fitted a Ford V8 engine and continued to race the car throughout the 1950s. The original engine and gearbox went into storage. The car we offer here is a hand-crafted Maserati A6GCS Monofaro featuring a Siluro body fitted with the original engine and gearbox from chassis 2010, the car driven by 5-time Formula One World champion Juan Manuel Fangio. The engine and gearbox lay in storage for a considerable length of time before being acquired by the car’s current owner who himself stored the drivetrain until recently deciding to commission a replica chassis and body around the original engine.

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Mini Cooper S FIA Spec: When it was launched in 1959, the Mini set the template for all subsequent compact cars thanks to its use of a transversely mounted engine driving the front wheels. Alec Issigonis’s design was a work of packaging genius and offered an impressive amount of interior space in such a small car, but over time it became more than just an engineering achievement. It became a potent symbol of the Swinging Sixties, and a genuine cultural icon. Originally launched under the Morris and Austin brands, the Mini was intended to offer affordable no-frills motoring, but it wasn’t long before enthusiastic drivers began to see its sporting potential. John Cooper – boss of the eponymous Formula One team – was one of them, and he convinced Issigonis and BMC to fit a 997cc engine with twin carburettors, a closer-ratio gearbox and front disc brakes. The result was the legendary Mini Cooper, which appeared in 1961. That was followed in 1963 by the Mini Cooper S, with further modifications including a 1071cc engine. There was also the option of a 970cc or 1275cc Cooper S, and the British pocket rocket became a force to be reckoned with in international motor sport. It won the Monte-Carlo Rally in 1964, 1965 and 1967 – courtesy of Paddy Hopkirk, Timo Mäkinen and Rauno Aaltonen – and only missed out in 1966 because it was controversially disqualified. Minis won the British Saloon Car Championship five times, the British Rally Championship three times, the European Rally Championship twice, and the European Touring Car Championship twice. What it lacked in straight-line speed, it more than made up for with its roadholding and manoeuvrability, and Minis remained competitive right through the 1960s. Those qualities are still much in evidence in today’s historic racing, with spectators revelling in the sight of a Mini buzzing past much larger machinery and proving the old adage that less is more. Originally built and prepared for competition by Welsh specialist Owens Fabrication, this Mini Cooper S features a zero-hour engine and gearbox by A-series guru Nick Swift. The history of Swiftune goes back to the 1960s, when it was founded by Glyn Swift, and the company has built a stellar reputation in historic racing thanks to extensive success in high-profile events such as the Goodwood Revival. This beautifully presented Mini Cooper S is every inch the focused racing machine, with a fully stripped bodyshell and a driver’s seat that is set well back and as low as possible in order to optimise the centre of gravity. The original speedometer is surrounded by a Stack rev counter and modern dials for the water temperature and oil pressure. A small box where the passenger seat would normally be features controls for the ignition, fuel and starter, as well as heater, headlamps and windscreen wipers. There’s also a TIG-welded custom roll cage and a plumbed-in fire-extinguisher system. Open the boot and you’ll be greeted by the sight of a Swiftune fuel cell, and the suspension is also courtesy of Swiftune. The wheels are shod with 5.00 x 10 Dunlop Racing tyres. This racing Mini Cooper S competed in the 2019 Silverstone Classic, where it was driven by Ben Seyfried in the Mini Celebration Trophy, which marked the groundbreaking little car’s 60th anniversary. Now being offered for sale by The Classic Motor Hub, it has current FIA papers and is eligible for a number of historic series, where Minis never fail to captivate spectators with their giant-killing antics. Built to the very highest specification using only the best components and specialists, it will be competitive straight out of the box and there’s surely no more entertaining way to go motor racing.

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1929 Packard 640 Rumble Seat Coupe: this large car has a 6300cc straight 8 engine and was originally delivered new to New Zealand. Packard are one of the oldest names in the automotive industry. The company was founded in Ohio by James Ward Packard with his brother William Packard and their business partner George Lewis Weiss. At the time, Wiess was an important shareholder in Winton Cars, a prominent builder of the new horseless carriage. James Packard however was not impressed with the quality of the cars Winton produced and so when suggestions to Alex Winton to improve the cars were ignored James Packard decided to set up his own motorcar company which had reliability, quality, and refinement at its core. Packard therefore set about producing cars of the highest standard, beginning with a single cylinder engine which quickly grew to a twin then a 4-cylinder before the 106bhp, strong and silent straight-8 was developed. Packard were quick to embrace new technology, developing the modern steering wheel in place of the tiller-system and were therefore one of the first manufactures to adopt the modern control system. Packard’s dedication to quality was appreciated by their customers and their popularity soared. In the mid 1920s Packard outsold Lincoln, Cadillac, Peerless and Arrow combined. Packard’s clients were amongst the wealthiest people in the world and indeed they had to be as the cars did not come cheap. While Henry Ford’s vehicles were selling for $440 Packard’s cars started at $2,600. The company quickly gained a reputation across America and abroad being one of the 3 Ps of American Royalty along with Pierce-Arrow and Peerlees. This specific 1929 Packard 640 is a very rare RHD example that was originally delivered to New Zealand, incredibly the Auckland identification number can still be seen under the driver’s door. It was then bought by a farmer who had the rear of the vehicle converted to a ‘pick-up’ style body to haul wood and straw. A couple of years later the car was purchased by Nathan Clark, of Clark Shoes who had been looking for a Packard to add to his collection. He decided to acquire this particular car because the high import tax on new cars to New Zealand had created a community of well-kept older cars. He bought the car as a project in the 1960s, at that time the body behind the rear wheels had been removed but the frame and scuttle remained untouched. The rear deck-lid and spare wheel mount also came with the car unaltered. The interior of the car remained wonderfully original including the original paint, upholstery and interior wood. The car was purchased at auction in barn-find state by an Argentinian client in 2012 and was subsequently shipped to Argentina for a comprehensive restoration. The restorers have done a fine job returning this car to original standard, re-fitting the rear deck complete with dicky seat and golfing hatch.

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1960 Porsche 356B Cabriolet: The 356 was the car that laid the foundation for Porsche’s enduring success. Designed by Ferry Porsche – son of company founder Ferdinand – it was launched in 1948, when Porsche was still based in the Austrian town of Gmünd. By 1950, the firm had moved back to Germany and the Stuttgart borough of Zuffenhausen, and steel bodywork replaced the aluminium that had been used on the earliest 356s. For the rest of that decade, Porsche’s reputation grew rapidly, thanks largely to its competition success – a 356 won its class at the 1951 Le Mans 24 Hours, a race with which Porsche would become synonymous. Although the basic outline of the 356 remained intact throughout its production run, there were numerous updates along the way. The capacity of the rear-mounted, air-cooled, flat-four engine was originally 1100cc, but 1300cc and 1500cc variants were soon added. In 1955, the 356 A was introduced with its updated T1 body, and this model also gained the option of a 1600cc engine – plus the four-cam Carrera unit. The 356 B was introduced in 1960 with a new T5 body style. The 1600cc engine was available across all body styles – Coupé, Cabriolet and Roadster – and with various power outputs. The 356 B gained the latest T6 body in 1962, and the final incarnation of this famous model was the 1964 356 C, which featured disc brakes all round and could be specified in 2-litre Carrera 2 form. In that same year, Porsche introduced the six-cylinder 911 and production of the 356 came to an end in 1965. By then, its sporting success, classless style and robust engineering had set a template that Porsche continues to follow 60 years later. This lovely Porsche 356 Roadster was built on 8 September 1960, making it an early example of the 356 B, which was introduced in late 1959 using the updated T5 body style. The Porsche Certificate of Authenticity shows that it was supplied in Ruby Red (6002) with Light Grey leatherette interior, plus optional extras including an ashtray, reclining seats and Continental tyres. As with so many 356s, chassis number 88430 was exported to North America and remained there for more than 50 years – a certificate of title in the history file shows that it was in Ohio by the early 2000s. It’s thought to have remained within the same family for 30 years and was treated to a full restoration. At some stage, the engine from a 1960 1600 Coupé was fitted, and it was given the UK registration of 724 XVF in 2019. Now presented in its original shade of Ruby Red with a beautifully finished tan interior, soft-top and tonneau cover, this Porsche 356 is in pristine condition. The panel gaps are very good, the chrome superb, and it perfectly evokes the stylish US West Coast scene of the early 1960s. It drives just as well as it looks, with none of the imprecision in the gear mechanism that you can find on some 356s – the gears are therefore very easy to locate. The quick and responsive steering makes the Porsche fun to drive on winding B-roads, while the 1582cc engine revs happily and enables this 62-year-old car to keep up with modern traffic. It feels very stable at motorway speeds and the power-to-weight ratio makes it an enjoyable drive – little wonder these Porsches are so coveted by enthusiasts around the world. Now being offered for sale by the Classic Motor Hub, this Porsche 356 B Roadster comes with its handbook, tool kit and factory-issued Certificate of Authenticity, and is ready to provide endless top-down entertainment throughout the summer.

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Porsche 356B 1600 Cabriolet

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1937 Talbot 105 Airline Coupe: The famed Talbot 105 had its roots in the 14-45 model that was launched in 1926. That car’s six-cylinder engine would gradually be enlarged over the next few years under the direction of Geneva-born engineer Georges Roesch, and it formed a cornerstone for what Talbot expert Anthony Blight would later refer to as ‘the most progressive range of cars in the country’. It was enlarged to 3 litres in 1931 for the new AV 105 model, which gave 105bhp at 4500rpm in touring form – and as much as 140bhp for racing. The 105 enjoyed significant competition success, in fact, winning its class in the 1931 JCC Double-Twelve at Brooklands, finished third overall at Le Mans that year and again in 1932, and claiming a Coupes des Alpes on the 1932 Alpine Rally when all three team cars completed the event without penalty. The AV 105 lasted from 1931 to 1934 and used a 9ft 6in chassis. It was followed in 1935 by the BI 105 Speed Model, which used a 10ft chassis and was introduced shortly after Talbot had been taken over by the Rootes Group. The Autocar tested a Talbot Airline saloon in 1936, and prefaced its report by calling it, ‘A fine British car that is a sheer pleasure to handle’. The engine’s combination of power, flexibility and smoothness came in for particular praise, as did the overall level of comfort – something that Talbot had specifically set out to improve at that time, without compromising its cornering ability. The magazine carried out performance testing at Brooklands, recording an average maximum speed over the quarter-mile of 84mph, with a best run of 89mph. The price – complete with four-door, four-light Airline saloon coachwork – was listed as being £625. That compared with £850 for the saloon-bodied version of Alvis’s latest Speed 20 SD. Towards the end of the 1930s, the Roesch Talbots would be increasingly diluted by the use of components from other Rootes marques – Humber in particular. Shortly afterwards Roesch left the automotive industry completely, but he left behind a glittering legacy.The Georges Roesch-designed Talbots have long been recognised as being among the most beautifully engineered cars of the inter-war period – something that is perfectly demonstrated by this elegant Talbot 105 Airline saloon. In total, 97 BI 105 Speed models were produced, of which only 39 wore the elegant, flowing Airline coachwork, which was built at Clement Talbot’s bodyshop in the former Darracq works at Acton. First registered on 3 December 1935 – on the registration number CJJ 629 – chassis number BI 4010 was acquired in 1968 by John Young, a Talbot enthusiast who was a student at the time but would go on to play a key role in the Talbot Owners’ Club and was later editor of its magazine. The logbook is included in the history file. In 1952, the Talbot was owned by Leonard Isbitt of north London, and it stayed in the south-east of England until being acquired by Young, who was based in Yorkshire. By then, it had been dismantled and would remain like that for more than 30 years because of – as Young put it – the ‘ruinous cost of restoration’. Eventually, Young bought himself a complete, running and restored Airline saloon, and sold CJJ 629 in October 2004. It was then painstakingly restored over the course of the next 10 years by its new owner, with help from some of the leading marque specialists. A new ash frame was built and the bodywork was restored by Ross Road Garage in Stockton-on-Tees before being painted Jaguar Squadron Blue. The trim and headlining were renewed, and the six-cylinder engine was rebuilt – the cylinder head was crack-tested and fitted with hardened valve inserts plus new guides, valves and springs. The epicyclic gearbox was overhauled, and a new crownwheel and pinion were fitted. The chassis alignment was checked and everything was blasted, etch-primed and finished in two-pack chassis paint. The springs were re-tempered and reset to original specification, the shackle bushes were renewed and new shackle pins fitted where needed, and the lever-arm dampers were reconditioned. An electric fuel pump has been fitted as well as the original AC unit, and the carburettor has been replaced with a later Zenith that features choke dimensions and jet sizes that are similar to the original. A modern oil filter was fitted and a new exhaust system used with twin silencers. The end result is a superb example of Georges Roesch’s wonderfully elegant Talbot 105 Airline saloon – an eminently usable Post-Vintage Thoroughbed, with its pre-selector gearbox and ingenious ‘traffic clutch’, and performance that is strong enough to comfortably keep up with modern traffic. Now being offered for sale by the Classic Motor Hub, it wears brand-new Michelin tyres and comes with a photo album documenting the restoration, the original handbook, and even a book on ‘Lubrication and Care of the Wilson Pre-Selective Self-Changing Gearbox’.

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1923 Vauxhall 30/98 OE Skiff by Mulliner: Prior to the General Motors takeover in 1925, Vauxhall was a grandee manufacturer of prestige motor cars, and the origins of the 30-98 can be traced back to the ‘competition special’ that the factory built in 1913 for Joe Higginson. Such was that car’s success in hillclimbing – then an influential and well-publicised form of motor racing – that a very small production run followed, but only 13 cars were completed before war intervened. Those earliest pre-war 30-98s cost £900 for the chassis alone, which was almost as much as Rolls-Royce charged for a Silver Ghost. Vauxhall had already built up a proud sporting heritage, though, and in stripped form the 30-98 was said to be good for 100mph. The model reappeared in 1919, although celebrated engineer Laurence Pomeroy left Vauxhall that year and the car’s ongoing development was left to Clarence King. It was initially offered in E-type form with a 90bhp, monobloc, 4525cc, sidevalve engine developed from the unit that had been used in the ‘Prince Henry’ model. In late 1922, it was updated into the OE-type via the use of a 112bhp, 4225cc, overhead-valve engine with detachable cylinder head. Production continued until 1927 and totalled some 600 cars, the overwhelming majority of which were fitted with open bodywork. Semi-elliptic springs were fitted, and front brakes were available from late 1923 onwards. Drive was transmitted via a four-speed gearbox and a transmission brake was fitted. Towards the end of production, hydraulic actuation was adopted for the brakes and a closer-ratio gearbox employed. Even though Vauxhall didn’t have a competition programme during the 1920s to rival that of other British marques such as Bentley and Sunbeam, the 30-98 nonetheless built a reputation as an extremely well-engineered sporting machine with impressive performance. The early history of a vintage car can often be something of a mystery, but not so in the case of this fabulous Vauxhall 30-98. Chassis number OE50 was first registered on 16 August 1923 and supplied new via Arthur Graham in Manchester to a Mr Agar, whose business was based in what was then Persia. The Vauxhall was shipped out there to serve as his company car. Agar’s son, Charles, was clearly something of an adventurer, and had often thought about driving the car back to Manchester across the Middle East and continental Europe – and in 1930 he did just that. The journey was written up in a two-part article for The Autocar, beneath the subheading: ‘An Effort to Drive from Persia to Lancashire that was Partly Successful.’ Agar was convinced that it could be done overland in less than three weeks, but the trusty Vauxhall received no special preparation for the trip, with the exception of blocks being placed between the axles and the springs in order to increase the ground clearance. At that time, the chassis was fitted with an open tourer body, and the rear seats were removed to allow for the fitment of a 56-gallon fuel tank. Other than that, Agar and his wife loaded ‘one wardrobe trunk, two suitcases and one gramophone’ and headed north-west. They covered 362 miles in the first 12 hours and camped just beyond Isfahan, then struck out towards Tehran. Severe rain had caused the road to be washed away in places, and in the final few miles before Tehran they passed no fewer than 32 abandoned cars. After some running repairs had been carried out, they headed for Iraq and went over the Asadabad Pass. Shortly before arriving in Baghdad they lost third and fourth gears on the 30-98 and were forced to crawl into the Iraqi capital in second, but that was soon sorted. The authorities forbade unaccompanied crossings of the desert to Damascus, so while in Baghdad they made arrangements to follow the Nairn Transport mail coach for this unforgiving stretch. A holed petrol tank soon forced them to head back to Baghdad, where it was repaired and they once again set off – by now on their own – across the desert. They caught up with the mail coach at Rutbah and Agar wrote that they ‘followed the great vehicle, with its light streaming over the sandy wastes, marvelling at the way the drivers steered their course by the very vaguest of landmarks.’ On arrival at Damascus, they were repeatedly advised not to attempt to travel through Turkey, but Agar was in a determined mood and decided to give it a try. When he crossed the border he was met by six soldiers with rifles – and matters went downhill from there. After endless battles with officialdom, including customs staff opening all their food supplies, he decided to head back into Syria, abandon his plan to do the whole trip by road, and got a boat to the Italian port of Brindisi. From there, progress was swift – although the 30-98 suffered its only puncture while travelling through France, and the Parisian traffic caused its own problems. After catching the ferry from Calais to Dover, there was an overnight stop in London and then just the final leg to Manchester. During that closing stretch – and despite having driven through the Middle East – Agar wrote that the weather was ‘perhaps more brilliant and uncomfortably hot than anything we had encountered on the whole journey’. After that amazing trip, this Vauxhall 30-98 was sold in 1931 to Alfred Briggs, and then in 1934 to Maurice Ingoldby. It was during the latter’s ownership that the original coachwork was replaced by the striking Mulliner two-seater boat-tail body that OE50 still wears. As befitting its status as a very early OE-model 30-98, it left the factory with only rear-wheel brakes, but – wisely for a vintage car boasting such performance – a Delage front axle and brakes have subsequently been added. The extensive history file painstakingly documents the care that this 30-98 has received over the decades, including a complete rebuild by renowned model specialist Arthur Archer that lasted from 1977 until 1981. Further work was carried out in the mid-1990s, and OE50 is now presented in superb mechanical order and with an appealing patina to the handsome coachwork. Proudly offered for sale by The Classic Motor Hub, this Vauxhall 30-98 comes with a VSCC Buff Form and is eligible for prestigious historic events and rallies – all of which it’s likely to take in its stride considering the adventure it had back in 1930.

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This was a really great evening which ticked every proverbial box: not too far from home (though it was late when I finally got back!), an interesting venue with lots to see that was already on site, complemented by all the cars that the visitors brought, a lot of friendly enthusiasts to talk and some Abarth friends to catch up with. Classic Motor Hub host quite a lot of events and I really do need to see if i can attend a few more of them!

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