Twice now, I have reported on a Queen Square Breakfast Club meet which was billed as “the last ever” to be held at the Lloyds Amphitheatre down on the waterside in central Bristol and here we are again, with another event held there. This one really is going to be the last at this venue, as Bristol’s much delayed Low Emission Zone is finally going live in late November, and once that is in place, the sad reality is that this venue will be off limits for events such as this. This venue has always been very popular with those who want to show their cars, and although there is a lot of space, demand exceeds supply, so event organiser, Dan Grazier, has to apply a form of selection from all those ask for a display space. The advantage of this is that he is able to ensure that there is as much variety as possible in the display, which could easily otherwise be dominated by the usual vast array of recent performance cars. Whilst the owners may disagree, most people don’t really want to see nothing more than long lines of M, AMG and RS Audi models. Sadly, the day started about as wet and miserable as you could possibly imagine, and the forecast suggested that the rain would outlast the event, but that seemed to be no deterrent to all those who had booked in, and when I arrived there were already plenty of cars parked up and they continue to turn up at quite a rate until the site was full. There was indeed a great variety to see, as the photos will evidence:

ALFA ROMEO

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

ALPINA

The Alpina B5 (E60) is the first generation of the Alpina B5 high performance executive car manufactured by German automobile manufacturer Alpina from 2005 to 2011. Based on the BMW 5 Series (E60), the car was available in saloon and wagon bodystyles. The car succeeds the Alpina B10. The B5 is based on the 545i and uses a modified version of its 4.4-litre valvetronic V8 engine designated by Alpina as the H1 (shared with the B7 and B6). Changes to the engine include an Alpina specific block made by Steyr, a forged crankshaft and low compression Mahle pistons. The engine retains the valvetronic system and uses a centrifugal-type supercharger, made by ASA to Alpina’s specifications the supercharger is belt-driven by the crankshaft and has a boost pressure of about 0.8 bar (11.7 psi). The supercharger was added to eliminate lag in power delivery during every day use. This compressor system is also called “Turbessor”, because it’s able to combine the advantages of turbocharger and supercharger. At low rotational speeds, the boost system responds spontaneously like a conventional supercharger, but can also instantly delivers the boost pressure of a turbocharger. This behaviour is possible thanks to the particular layout, where the intake system has a throttle valve located at the air inlet of the compressor, so it’s possible to control the boost pressure, maintaining it at a preset level over a large rpm range. In this way the engine is able to deliver an excellent torque at low and medium rotational speeds and a considerable amount of horsepower at high rpms. The modified engine has a power output of 500 PS (493 bhp) at 5,500 rpm and 700 Nm (516 lb/ft) from 4,250 to 5,250 rpm. The engine has a red-line of 6,000 rpm. The car uses a 6-speed “Switch Tronic” transmission manufactured by ZF Friedrichshafen. The transmission has a manual over-ride mode in which gears are shifted by buttons on the steering wheel. The B5 does not come with a limited slip differential as standard, but was instead offered as an option. The B5 comes with 19-inch forged multi-spoke alloy wheels and Michelin Pilot Sport 2 tyres measuring 245/40 ZR19 at the front and 275/35 ZR19 at the rear. The B5 has Alpina’s own suspension system designed to give a soft ride in normal driving conditions. The brakes used on the car were taken from the Middle-Eastern specification 760Li. Exterior changes over a regular 5 Series included a front chin spoiler with Alpina lettering and optional Alpina pinstripes on the exterior paint. The interior came standard with Lavalina leather upholstery, wood trim, BMW iDrive system, Alpina gauges, perforated Alpina sports seats and Alpina badging throughout. The interior was fully customisable by the Alpina interior department. The tested performance figures for the B5 include a 0–100 km/h (0–62 mph) acceleration time of 4.6 seconds, 0–161 km/h (0–100 mph) acceleration time of 9.5 seconds, 0–201 km/h (0–125 mph) acceleration time of 14.5 seconds and a top speed of 314 km/h (195 mph). Introduced in 2008, the B5 S is a high performance variant of the B5. The B5 S has a further upgraded engine having a power output of 530 PS (523 bhp) at 5,500 rpm and 724 N⋅m (534 lb⋅ft) of torque at 4,750 rpm. The electronic damper control system (EDC) of the standard B5 was recalibrated and came with Comfort and Sport settings. It came with 20-inch multi-spoke alloy wheels and Michelin pilot sport tyres for increased grip. Claimed performance figures for the car include a standing kilometre time of 22.1 seconds, a 0–60 mph (0–97 km/h) acceleration time of 4.6 seconds and a top speed of 317 km/h (197 mph).

ARIEL

Attracting plenty of attention was this Atom. The Ariel Atom is a road-legal high performance open-wheel car made by the British Ariel Motor Company based in Crewkerne, Somerset, England, and under license in North America by TMI Autotech, Inc. at Virginia International Raceway in Alton, Virginia. The Atom began as a student project by Coventry University transport design student Niki Smart. Known then as the LSC (Lightweight Sports Car), it was developed at the university in 1996 with input and funding from various automotive industry members, including British Steel and TWR. Ariel Motor Company boss Simon Saunders was a senior lecturer whose responsibility for the project was primarily as financial manager and design critic for Smart, whom he described as “The best all-round design student I’ve ever seen.” The car was first shown publicly at the British International Motor Show at the NEC in Birmingham in October 1996. The Ariel Atom features a prominently visible chassis (i.e., an exoskeleton, no roof or windows, a small optional windscreen) and a drag coefficient of 0.40 There have been eight Ariel Atom generations to date: Ariel Atom, Ariel Atom 2, Ariel Atom 3 (including the Ariel Atom 3 Mugen Limited Edition and Honda Racing Edition – of which only one was made) Ariel Atom 3.5, Ariel Atom 3S, Ariel Spec:Race Atom, Ariel Atom 500 V8 Limited Edition (only 25 to be made), and the Ariel Atom 4. The limited production Ariel Atom 500 V8 featured a 500 bhp V8 engine. The Ariel Atom 4 uses a turbocharged 2.0 litre engine, also used in the Honda Civic Type R, with 3-stage boost.

ASTON MARTIN

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

Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lbft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after. There were no fewer than 28 different versions of the car produced over its model life and several of them were here, all different.

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

The Aston Martin Rapide is a 4-door, 4-seater, high-performance sports saloon, which the British luxury marque Aston Martin introduced in early 2010. It was first presented as a concept car at the North American International Auto Show in 2006 and the production version was shown at the 2009 Frankfurt Motor Show. The Rapide name is a reference to the Lagonda Rapide, a four-door, four-seater saloon produced by Lagonda, now a part of Aston Martin. The new Rapide is the company’s first 4-door fastback saloon since the Lagonda which was discontinued in 1990. The Rapide is based on the DB9 and is underpinned by the Aston Martin VH platform. The first cars rolled off the production line in May 2010, initially built at a dedicated plant at the Magna Steyr facility in Graz, Austria. The factory initially planned to build 2,000 cars per year, but production was relocated to England in 2012 after sales did not meet production targets. The Rapide is powered by a 5,935 cc V12 engine, generating a maximum power output 477 PS (470 bhp) and torque of 600 Nm (443 lb/ft). The car is rear-wheel drive and has a 6-speed Touchtronic II automatic transmission. The Rapide can attain a top speed of 303 km/h (188 mph), and can accelerate from 0 to 100 km/h (62 mph) in 5.2 seconds. The Rapide’s standard features include a tilt-telescoping steering wheel, bi-xenon headlamps and LED taillamps. Leather and walnut wood trim with metallic accents; power front seats with memory, cooling and heating systems; Bluetooth; satellite radio (US version only); with USB and iPod connectivity. Other standard features include a Bang & Olufsen 16-speaker sound system with two tweeters that rise from the dashboard on activation of the system. The Rapide was designed by stretching the design of the DB9 in order to accommodate an extra set of doors. Aston Martin design director, Marek Reichman has described a thoroughbred race horse as an inspiration, stating that he wanted muscles in the design to be visible through the skin. The side windows of the car were made to appear like a single unit by using a black B pillar. The roof was designed to be as low as possible so it would mimic the design language of Aston Martin’s model lineup. Due to the usage of swan doors and a low roof, the car is difficult for the accommodation of tall people. By comparison, the Porsche Panamera, a competitor of the Rapide, is 2.3 inches taller. The rear flanks of the car are wider than those on the DB9, thus smoothening the extended roof design. The rear fenders and a curvaceous design language prevent the car as being perceived as stretched. The car makes use of rear lights and diffusers from the Vantage while the front headlamps are unique to the model. Although they would find use on the later Vanquish and the facelift DB9. The Rapide S succeeded the standard Rapide in 2013. The AM11 V12 engine is upgraded and now has a power output of 558 PS (550 bhp) and torque of 620 Nm (457 lb/ft). Performance improvements include a top speed of 306 km/h (190 mph) and acceleration from 0 to 100 km/h (62 mph) reduced to 4.9 seconds. Carbon dioxide emissions are reduced by 23g/km to 332g/km. The Rapide S received further revisions in 2014, with a new 8-speed Touchtronic III automatic transmission. It also used the AM29 V12 engine, with a power output of 560 PS (552 bhp) and 630 Nm (465 lb/ft) of torque, resulting in an acceleration of 0 to 100 km/h (62 mph) in 4.4 seconds and an increased top speed of 327 km/h (203 mph). In 2015, Aston Martin was reported to be working on an all-electric version of the Rapide. The model named RapidE was confirmed for production at the 2018 Frankfurt Motor Show, the company revealed that the RapidE would go into production in the fourth quarter of 2019. The RapidE was designed to rival Porsche’s Taycan electric saloon. One hundred and fifty-five examples of the model were produced at Aston Martin’s dedicated production facility located in St Athan, Wales where future all-electric Lagonda models are produced. Williams Advanced Engineering provided R&D assistance in the protype building and testing process with close involvement from interested customers. The RapidE will be powered by a 65 kWh battery supplied by HyperBat Limited; a new joint venture between WAE and Unipart manufacturing group. The battery would be capable of 800-volt power transfers. Five thousand six hundred lithium-ion electric cells would be fitted in the engine bay along with two electric motors supplied by Integral Powertrain at the rear. Both of the motors will drive the car via an Xtrac transmission featuring a limited-slip differential. A new suspension system will be implemented to better cope with the changes in the drive train. The two electric motors will have a combined power output of 610 PS (602 hp) and 949 N⋅m (700 lb⋅ft) of torque. The car will have claimed acceleration figures of 0–97 km/h (0–60 mph) in sub-4.0 seconds’ time and 80–113 km/h (50–70 mph) in 1.5 seconds, along with a top speed of 249 km/h (155 mph). Maximum performance will be accessible regardless of battery charge. A prototype was tested at the Nürburgring to ensure that the car delivers linear power despite hard usage. The car will have a projected range of 322 km (200 mi) (WLTP) and will charge up to 185 miles of range an hour on a 400-volt, 50 kW charger. The car can also be charged on an 800-volt super charging station which increases the charging rate. The RapidE will be fitted with low-drag wheels and low-resistance Pirelli P Zero tyres for maximum efficiency.In January 2020, it was reported that the production of the Rapide E had been cancelled. In June 2018, Aston Martin unveiled the high-performance iteration of the Rapide called the Rapide AMR. The 5.9-litre naturally aspirated AM29 V12 engine produces 603 PS (595 bhp) and 630 N⋅m (465 lb⋅ft) of torque, courtesy of better air flow to the engine and new calibration software. The 8-speed automatic transmission has also received recalibration for better shift timing. The car now comes standard with Michelin Pilot Supersport tyres and 21-inch alloy wheels, the biggest wheels ever fitted to an Aston Martin. The new model features carbon ceramic braking system with six piston calipers at the front and four piston calipers at the rear featuring 400 mm and 360 mm brake rotors front and aft. The car features a new front grille, “sprout” fog lamps and side sills, rear diffuser and bootlid made from carbon fibre. The Rapide AMR can accelerate from 0–100 km/h (0–62 mph) in 4.4 seconds and can reach a claimed top speed of 330 km/h (205 mph). Interior options include a One-77 steering wheel, a personalised plaque along with logos and a variety of colour schemes. Production was limited to 210 examples only. Aston Martin opted to end its production by sub-contractor Magna Steyr in the middle of 2012, six years earlier than expected. Production of the car was also halted temporarily in May 2011. In the face of a diminishing market for luxury saloons, and to match output to shrinking sales, Aston Martin had to cut annual production from 2,000 to 1,250 in June 2011 – and was prepared to go as low as 500 annually. Rapide sales were a fraction of Aston Martin’s more popular Vantage and Vanquish nameplates. As a “four-door ‘coupe’ based on the DB9’s architecture, built hastily to compete with Porsche’s Panamera…in stark contrast to the homely-but-practical Panamera—its beguiling aesthetic is the cause of its limited four-up usefulness” with extremely cramped rear seats, as well as poor fuel economy from the V12 engine. The tagline of the Rapide was “Only four door sports car in the world” while the Panamera’s was “first sports car for four” as the Panamera has “back seats, offering terrific kneeroom, a supportive (if hard) seat cushion, and generous headroom”. Production ceased in 2018 and the car was effectively replaced by the DBX.

The latest and still current Aston Martin Vantage was unveiled on 21 November 2017 with production starting in June 2018, replacing the previous model which had been in production for 12 years. It introduced a new styling direction but this was not universally well received and the car had a hefty price increase over its predecessor. Muted press enthusiasm did not help and sales have been disappointing. Aston Martin have continued to develop the model with a number of new versions introduced, to try to improve demand. The Vantage AMR is a track-focused variant of the Vantage. The main highlight of the model is the replacement of the ZF 8-speed automatic transmission with a dog-leg Graziano Trasmissioni 7-speed manual transmission previously used on the V12 Vantage S. The AMR also comes with a driver-selectable AMSHIFT system which controls the throttle during gear shifting. A new limited-slip differential ensures linear delivery of power. The power-band of the engine is wider and the unit is designed to deliver 625 Nm (461 lb/ft) of torque from 2,000 rpm to 5,000 rpm. The use of a manual transmission and carbon-ceramic brakes reduce the weight by 95 kg (209 lb). New adaptive dampers with the section of Sport, Sport + and Track modes improve handling. Performance figures include a 0–97 km/h (60 mph) acceleration time of 3.9 seconds, half a second more than the standard Vantage while the top speed remains the same as the standard model. Visual changes include 20-inch forged wheels as available on the Rapide AMR, new carbon fibre side vents and cooling vents present on the hood a sports exhaust system with quad tailpipes and racing bucket seats. Production of the AMR will be limited to 200 units worldwide. Available exterior colours for the AMR include Sabiro Blue, Pnyx Black, China Grey and White Stone. The final 59 cars will be finished in a Sterling Green exterior colour with Lime accents and will pay homage to the 1959 24 Hours of LeMans victory of Aston Martin. Once the production of the AMR ceases, the 7-speed manual transmission will become available on the standard Vantage. The vehicle went on sale in May 2019, with delivery set to begin in Q4 2019. Revealed in February 2020, the Vantage Roadster is a convertible version of the V8 Coupe with a fabric roof. The roof claimed to be the fastest of any automotive automatic convertible system, takes 6.7 seconds to lower and 6.8 seconds to raise and can be operated at speeds of up to 50 km/h (31 mph). The Vantage Roadster has a dry weight of 1,628 kg (3,589 lb). The F1 Edition is a version of the V8 Coupe and V8 Roadster commemorating Aston Martin’s return to Formula One after 61 years. The car features a fixed rear wing at the back, increased engine power to 535 PS (528 bhp), a top speed of 314 km/h (195 mph), new 21-inch wheel rims, and a 0–100 km/h (0–62 mph) acceleration time of 3.5 seconds. The car is available in three colours: Aston Martin Racing Green, Jet Black, and Lunar White. A convertible version called the Roadster is also available. Delivery began in May 2021.

Also here were a couple of examples of the DB11.

AUDI

Sole RS badged Audi here was this RS4 Avant from the previous B8 generation.

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

AUSTIN

The Austin Maestro is a five-door hatchback small family car (and two-door van derivative) that was produced from 1982 to 1986 by British Leyland, and from 1986 until 1994 by Rover Group, as a replacement for the Austin Maxi and Austin Allegro, with the van version replacing the corresponding van derivative of the Morris Ital. The car was produced at Morris’ former Oxford plant, also known as Cowley, with 605,000 units sold. Today, the redeveloped factory builds the BMW Mini. An MG-branded performance version was sold as the MG Maestro from 1983 until 1991. Although later models were sometimes referred to as the Rover Maestro, the model never wore the Rover badge. The Austin Montego saloon was a variant of the Maestro. British Leyland was created in 1975 when the bankrupt British Leyland Motor Corporation was nationalised. In 1977 the South African-born corporate troubleshooter, Michael Edwardes, was recruited as chairman to sort out the troubled firm. Part of Edwardes’ plan was to introduce a completely new range of mass-market models to replace the current offerings, designed and built using state-of-the-art technology. The new range eventually decided upon consisted of a new vehicle for each of the small, lower-medium and upper-medium market segments. The first of these cars to be launched was the Austin Metro in 1980. The new cars for the lower and upper medium segments were to share a platform, with various trim and styling differences to distinguish the two different models. The two models would in effect replace four existing vehicles in the British Leyland range – the Maestro would simultaneously replace both the Austin Allegro and Maxi, whilst the Montego replaced the Austin Ambassador and Morris Ital, these latter two having been recent facelifts of the Princess and Morris Marina. Since all but the Allegro were made at the Cowley plant, this rationalization would give the cost benefits of production automation and flexibility. This common platform was given the project name LC10, using the Leyland Cars project sequence (LC8 became the Austin Mini Metro on its launch in 1980, LC9 became the Triumph Acclaim when it was launched in 1981). Preliminary design work for LC10 began in 1977, with production scheduled to begin around 1980 – which would have seen it go on sale around the same time as the Ford Escort MK3 and the original Vauxhall Astra. LC10 was styled by Ian Beech under the direction of BL designer David Bache. Two main body variations were provided: a five-door hatchback and a four-door notchback. It was a departure from previous front-wheel drive cars from the company in dispensing with the famous Issigonis transmission-in-sump powertrain that had been pioneered in the Mini. Coupled to the A- and R-series powerplants was an end-on transmission (as pioneered by Fiat with the Autobianchi Primula), bought from Volkswagen. The sophisticated Hydragas suspension system used on previous BL models was sacrificed on cost grounds, with a conventional MacPherson strut system at the front and a Volkswagen Golf-style torsion beam at the rear being used instead – but with long travel rising rate springs. While easier to build, this suspension did compromise load space. Prototypes were even tested with actual Golf suspension components. This may have led to the early cars being prone to front wheel bearing issues. The Maestro was larger and heavier than the first VW Golf. It was decided that the five-door hatchback version would be engineered first. It was given its own project designation, LM10, with this version to be launched as the Austin Maestro. The name “Maestro” had been a finalist when the Austin Metro was being named, with the third choice (“Match”) never picked up. The booted notchback version was to follow and it was designated as LM11, although its development was to diverge from the original path, it was later launched as the Austin Montego on its launch in April 1984, following British Leyland’s decision to discontinue the Morris marque. Production began in November 1982, and the car was officially launched on 1 March 1983. The wheelbase was 2,510 mm (8 ft 3 in), and the length was 4,050 mm (13 ft 3 in). The Maestro incorporated many novel and pioneering features for its class. It had a bonded laminated windscreen, homofocal headlamps, body-coloured plastic bumpers, an electronic engine management system, adjustable front seat belt upper anchorage positions, an asymmetrically split rear seat, and a 12,000-mile (19,300 km) service interval. The MG and Vanden Plas versions had solid-state instrumentation with digital speedometer and vacuum fluorescent analogue displays for tachometer, fuel and temperature gauges, trip computer and a voice synthesis warning and information system. The analogue instrument pod fitted to lower models was later used in the Range Rover from 1985 onwards. The Maestro was launched in March 1983. In its summing up of the new car the Consumers’ Association, in the June edition of its Which? journal, described it as roomy, comfortable, and nice to drive, and said “If you are considering buying one now, our advice, based on our first impressions, is to go ahead”. In January 1984, after testing the car, they concluded: “In comparison with opposition of a similar price and body size, the Maestro has a clear advantage on room for passengers, with few cars equalling it for comfort either in the front or back”. They also considered it to be a serious rival to the higher-segment Vauxhall Cavalier and Ford Sierra, apart from its smaller boot space. The original lineup consisted of the 1.3-litre base, L, and HLE models, the 1.6-litre L, HLS, and Vanden Plas, and the sporty MG Maestro. The HLE model had a somewhat downtuned engine and received Volkswagen’s “monstrously long-geared” 3+E transmission to maximize fuel economy, at the cost of severe performance loss. To further up the HLE’s economy game, it was fitted with an econometer and the same black rubber fins along the sides of the rear windshield as was the MG Maestro. The base model forwent the other versions’ plastic bumpers, instead being fitted with black-painted steel units. The plastic bumpers were the first of their kind, being made from polybutylene terephthalate (PBT), allowing them to be painted and then oven cured at the same high temperature as the car’s steel body. The 1.6 HLS and Vanden Plas received a 4+E gearbox (a five-speed with a particularly long top gear), while the MG’s closer ratio five-speed box derived from that of the Golf GTi. A trip computer with a voice synthesizer was standard on the MG and Vanden Plas models, with the Vanden Plas also benefitting from bronze-tinted windows, power locks, and power windows for the front doors. The car was a reasonable success, but not as much as beleaguered BL had hoped. It was Britain’s sixth best selling car in 1983 and 1984, with more than 80,000 sales in its second year. After the “boom” years of 1986 and 1987, Maestro sales went into decline. An early reputation for poor build quality and unreliability did not help. The biggest problems centred around the 1.6-litre R-series engine, which was a hurriedly modified BMC E-series engine from the Austin Maxi because the under-developed S-series unit was not yet ready for production. R-series units suffered from hot starting problems and premature crankshaft failure. This was particularly evident in the MG Maestro 1600, which was included in the original 1983 model range but discontinued the following year. The new S-series engine eventually appeared in July 1984, and was fitted to all existing 1.6-litre Maestros. The new S-series engine also came fitted with electronic ignition. At the same time, some minor equipment upgrades were made across the range. The 1.3-litre base model gained head restraints, a passenger door mirror and a radio. The 1.3-litre HLE, 1.6-litre automatic and 1.6 HLS all gained a radio-cassette player. In October 1984, there were more equipment upgrades made across the range. The 1.3 base models gained reclining front seats, door bins, locking fuel filler caps and clocks. The L models gained cloth door trim, upgraded upholstery, and remote-adjustable driver’s side door mirrors; the 1.6 Ls gained five-speed gearboxes. The 1.3 HLEs gained five-speed “4+E” gearboxes with overdrive fifth gear ratios, side mouldings, tweed cloth upholstery and remotely adjustable passenger’s side door mirrors. The HLS and 1.6 automatics gained tinted glass, central locking, electric front windows, velour upholstery and upgraded radio-cassette players. The MG Maestros gained electronic fuel-injected 115 bhp versions of the 2-litre O-series engine, uprated suspension and ventilated front disc brakes, colour-keyed exterior trim, tinted glass, central locking and leather-trimmed steering wheels. The new MG Maestro offered much better performance and refinement than its predecessor. Also in October 1984, the existing Maestro line-up was joined by the 1.3 HL and 1.6 HL. These models fitted between the L and HLE models. August 1985 saw the arrival of the 1.3 City and 1.3 City X. The 1.3 City was similar to the previous 1.3 base model. The 1.3 City X added full carpeting, cloth upholstery, head restraints, a rear parcel shelf, a radio and a manually operated choke. These models also did without the plastic bumpers, having more conventional steel bumpers with plastic end caps similar to the Maestro van. The original dashboard was of a multi-piece construction, and gained a reputation for being flimsy and prone to squeaks and rattles, so in February 1986, this was replaced with the more conventional dashboard from the Montego and in the change the voice synthesis unit (prone to reliability issues) was dropped. At the same time more minor equipment upgrades were made across the range. The City X gained door bins and rear wash-wipe. The L and LE gained tweed trim. The HL and automatic gained velour trim and additional brightwork. The Vanden Plas gained leather trim and uprated electronic stereo system. BL was sold to British Aerospace in 1988, when the Austin badges were discontinued. The range was sustained by the noisy but economical direct injection naturally aspirated Perkins diesel unit launched the previous year. However, without a turbo this model was rather slow. The diesel had already been available in the Maestro van since 1986. The MG Maestro Turbo, fitted with a turbocharged version of the 2.0 fuel-injected engine from the MG Maestro EFi, was unveiled at the Motor Show in October 1988 and went on sale on 17 March 1989. It was one of the fastest production hatchbacks in the world with a top speed of 129 mph (208 km/h), making it faster than the Ford Escort XR3i and RS Turbo, as well as the Volkswagen Golf GTI. After the launch of the new Rover 200 in October 1989, the Maestro was repositioned as a budget entry level model, with only the base specification models remaining in production while the MG variants were discontinued in 1991. Production had peaked at more than 101,000 units in 1983, and as late as 1989 nearly 60,000 were made. Most sales were in the United Kingdom, where it peaked as the sixth best selling car with more than 80,000 sales in 1984, but by 1989 sales had halved and it was the 19th best seller. However, production figures fell to 38,762 for 1990, more than halving the following year to 18,450. 1991 was also the year that the MG-badged versions finished production, their place effectively being filled in the Rover range by faster versions of the 200-series hatchback. In 1992 the 81 bhp high revving Rover MDi / Perkins Prima turbo diesel unit from the Montego was launched, in the now reduced Maestro range (after the launch of the Rover 200/400), as a Clubman with steel bumpers or DLX with plastic bumpers. The turbo improved refinement, as well as performance, at no cost to fuel economy. It was very competitively priced, it was about the same price as the Rover Metro and Peugeot 205 non-turbo diesel superminis that were a size smaller. The only other engine option was the elderly 1.3-litre A series. In 1993, What Car? buyers’ guide section said: “Yes, its old, but nowadays it’s also very cheap. Popularity of noisy but economical and surprisingly rapid turbodiesel is what keeps this roomy car going.” Also in 1993, the Automobile Association road tested the turbo diesel. Their verdict: “You’re hardly likely to buy a Maestro diesel to improve your street cred! For turning heads, the 218/418 diesel is a much better proposition. However, disinterested passengers love the back seat, while the driver can relish the model’s marked reluctance to visit filling stations. Here’s a hatchback for buyers who are really serious about the substance rather than the image – and with a price tag that’s thousands of pounds lower than most of its rivals (shown in our comparison chart), you start saving even before your first forecourt stop. Unless you’re averse to gearchanging, this unpretentious Maestro turbo-diesel, at its competitive price, can’t seriously be faulted.” In 1993, however, production fell to just over 7,000 units and in its final year, 1994, just over 4,000 were produced, the last one rolling off the production line in December. The chassis development for the Maestro and Montego’s rear suspension was used as a basis for later Rover cars, and was well regarded. In 1994, the Maestro finished in 26th place in the JD Power Survey broadcast by Top Gear. This clearly left the model above more recently appeared competitors such as the Volkswagen Golf (52nd), Vauxhall Astra (59th) and the Ford Escort (61st). In September 1995 production was transferred to Varna, Bulgaria, in complete knock down (CKD) kit form. Around 2,000 vehicles were produced before the company (Rodacar AD) ceased production in April 1996 due to high import costs of the components and little demand for the cars. The majority of the Maestros produced were exported to other countries, including the UK. A small number of these were sold by Apple 2000 Ltd of Bury St Edmunds, and registered on an “N” prefix. In 1997, Parkway Services of Ledbury, Herefordshire, purchased a batch of 621 Maestro cars and vans in CKD kit form. These had been stored at Cowley, Oxfordshire, since their production in mid-1996, when they became surplus to requirements. The company built up the cars and converted the majority of them to RHD form using up Rover’s supply of parts. The National Database for Motoring Insurance has records of models registered between “R” and “51” number plates, meaning the overall period of Maestro availability, new in the United Kingdom, was from 1983 to 2001. In 1998 the Maestro was relaunched in the UK, by Wheeler International Ltd. Sold by Apple 2000 in Bury St Edmunds, Maestros were imported from Bulgaria and sold in the UK, France & Spain, these were the last factory examples available for sale. On 10 February 2001 in The Independent’s Edition of Your Money, Apple 2000 and the Maestro were Featured on the front page. In the Motoring section James Ruppert reports “FANCY a brand new Maestro?” you can have one for just £4299 and all remaining cars are appropriately finished in black. The tooling was then sold to First Automobile Works (FAW) in China, where the Maestro was available to the Chinese motoring market in both hatchback and van models. A new addition to the range was the FAW Lubao CA6410 – a Maestro hatch with a Montego front end. A handful of Chinese-made parts were imported into Britain whilst these cars were in production, which itself ended in 2005.

BMW

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

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

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.

Introduced in 1998 at the Geneva Motor Show, the E39 generation of the M5 was the first M5 to use a V8 engine, resulting in an increase in power output to 400 PS. It is also the first M5 to use aluminium front suspension components and a multi-link rear suspension. Production began in October 1998.  Unlike its predecessors, the M5 was produced on the same assembly line as the regular 5 Series models at the Dingolfing factory in Germany. The official performance figures are 0–97 km/h (60 mph) acceleration time of 4.8 seconds and an electronically limited top speed of 250 km/h (155 mph) In testing, an unrestricted M5 reached a top speed in excess of 300 km/h (186 mph). The E39 M5 recorded a Nurburgring lap time of 8:20. The M5 received the September 2000 facelift at the same time as the standard E39 models. Changes included halogen “corona rings” in headlights (often called “Angel Eyes”), LED tail-lights and various interior upgrades. The mechanical specification was unchanged. For the subsequent two model years, changes were limited to the addition of new exterior colours (from September 2001) and the upgrade to a DVD-based navigation system (from September 2002). Production of a Touring E39 M5 model was evaluated by BMW, and at least one prototype was developed (in Titanium Silver with a Black Exclusive leather interior). However the Touring did not reach production, due to financial considerations.  Production totalled to 20,482 cars from 1999 to 2003.

The M3 model of the E90/E92/E93 3 Series range was powered by the BMW S65 V8 engine and was produced in sedan, convertible and coupé body styles. The E9x is the first and only standard production M3 powered by a V8 engine as its successor would revert to using a straight 6 engine. In the standard M3, the S65 engine rated at 420 PS (414 bhp) at 8,300 rpm and 400 Nm (295 lb/ft) at 3,900 rpm. Initially, the M3 was produced with a 6-speed manual transmission. In April 2008, the E90/E92/E93 M3 became the first BMW to be available with a dual-clutch transmission when the 7-speed Getrag “M-DCT” transmission was introduced as an option. The official 0 to 100 km/h (62 mph) acceleration times for the coupé and sedan are 4.6 seconds with the DCT transmission (4.8 seconds with the manual transmission) and 5.1 seconds for the convertible. The E90 and E92 versions received many positive reviews, including “the greatest all-around car in the world”, “the finest car on the market, period” and “the best, most complete car in the world”. The first body style to be introduced was the coupé, which was previewed at the 2007 Geneva Motor Show and introduced in production form at the 2007 Frankfurt Motor Show on 12 September. The coupé version uses a carbon fibre roof to reduce weight and lower the centre of gravity. In 2010, the coupé and convertible versions received a minor facelift, which included revised LED tail-lights and minor interior trim pieces but it did not get the updated headlights from the regular series. The E93 convertible version was introduced shortly after the coupé and uses a power retractable hardtop. The leather seats in the convertible version are treated with a coating to reflect sunlight, in order to reduce their tendency to become uncomfortably hot with the top down. A sedan version was introduced in 2008 and was the second (along with the E36) M3 by generation to be produced in a 4-door body style. The sedan has the same drivetrain and similar external styling as the coupé, however the lack of a carbon fibre roof contributes to a weight increase of 10 kg (22 lb) compared to an identically equipped coupé. The official kerb weights for the 2008 European-specification models (with manual transmission) are 1,580 kg (3,483 lb) for the coupé, 1,605 kg (3,538 lb) for the sedan and 1,810 kg (3,990 lb) for the convertible. Total production of the E9x M3 was 40,092 coupés, 16,219 convertibles and 9,674 sedans. Production of sedan models finished in 2011, with coupés remaining in production until July 5, 2013.

Also here was the latest generation M3, a car whose styling continues to divide opinion.

First introduced as the Concept Vision EfficientDynamics, the i8 was part of BMW’s “Project i” and was marketed as a new brand, BMW i, sold separately from BMW or Mini. The BMW i3, launched for customers in Europe in the fourth quarter of 2013, was the first model of the i brand available in the market, and it was followed by the i8, released in Germany in June 2014 as a 2015 model year. Other i models were expected to follow.The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany, In 2010, BMW announced the mass production of the Vision EfficientDynamics concept in Leipzig beginning in 2013 as the BMW i8. The BMW i8 gasoline-powered concept car destined for production was unveiled at the 2011 Frankfurt Motor Show. The production version of the BMW i8 was unveiled at the 2013 International Motor Show Germany. The following are the concept and pre-production models developed by BMW that preceded the production version. When BMW i sponsored the ABB FIA Formula E World Championship, they announced that they would provide support vehicles; the i8 operated as the official safety car. BMW Vision EfficientDynamics concept car was a plug-in hybrid with a 1.5L three-cylinder turbo-diesel engine. Additionally, there were two electric motors with 104 kW (139 hp). It allowed an acceleration to 100 km/h (62 mph) in 4.8 seconds, with an electronically limited top speed of 250 km/h (155 mph). According to BMW, the average fuel consumption in the EU test cycle (KV01) was 3.76 L/100 km (75.1 mpg imp), with a carbon dioxide emission rating of 99 g/km(1,3 L/100 km and 33g CO2/kabelham; EU-PHEV ECE-R101). The estimated all-electric range was 50 km (31 mi), and the 24-litre petrol tank extended the total vehicle range to up to 700 km (430 mi). The lightweight chassis was made mainly from aluminium. The windshield, top, doors, and fenders were made from polycarbonate glass, with the body having a drag coefficient of 0.22. The designers of the BMW Vision EfficientDynamics concept were Mario Majdandzic for the exterior and Jochen Paesen (lead interior design), Markus Speck (interior design), and Felix Staudacher former Baerlin (detail design) for the interior. While Jochen Paesen took care of the main interior theme, Markus Speck was in charge of the seats, all the visible structure, and some details. Felix Baerlin supported Jochen Paesen on details including the steering wheel and center console. The vehicle was unveiled at the 2009 International Motor Show Germany, followed by Auto China 2010. The BMW i8 Concept plug-in hybrid electric vehicle included an electric motor located in the front axle powering the front wheels rated 96 kW (131 PS; 129 hp) and 250 Nm (184 lb/ft, a turbocharged 1.5-litre 3-cylinder petrol engine driving rear wheels rated 164 kW (223 PS; 220 hp) and 300 Nm (221 lb/ft of torque, with combined output of 260 kW (354 PS; 349 hp) and 550 Nm (406 lb/ft), a 7.2 kWh (26 MJ) lithium-ion battery pack that allowed an all-electric range of 35 km (22 mi). All four wheels provided regenerative braking. The location of the battery pack in the energy tunnel gave the vehicle a low centre of gravity, enhancing its dynamics. Its top speed was electronically limited to 250 km/h (155 mph) and was expected to go from 0 to 100 km/h (0 to 60 mph) in 4.6 seconds. Under normal driving conditions the i8 was expected to deliver 80 mpg US (2.9 L/100 km; 96 mpg imp) under the European cycle. A full charge of the battery would take less than two hours at 220 V. The positioning of the motor and engine over the axles resulted in 50/50 weight distribution.The vehicle was unveiled at the 2011 International Motor Show Germany, followed by CENTER 548 in New York City, 42nd Tokyo Motor Show 2011, 82nd Geneva Motor Show 2012, BMW i Born Electric Tour at the Palazzo Delle Esposizioni at Via Nazionale 194 in Rome, and Auto Shanghai 2013. This concept car was featured in the film Mission: Impossible – Ghost Protocol. The BMW i8 Concept Spyder included a slightly shorter wheelbase and overall length compared to the BMW i8 Concept, carbon-fiber-reinforced plastic (CFRP) Life module, drive modules made primarily from aluminium components, interlocking of surfaces and lines, 8.8-inch (22.4 cm) screen display, off-white outer layer, and orange-toned naturally tanned leather upholstery. The vehicle was unveiled at Auto China 2012 in Beijing where it won Concept Car of the Year, followed by the 83rd Geneva International Motor Show 2013. The designer of the BMW i8 Concept Spyder was Richard Kim. The design of the BMW i8 coupe prototype was based on the BMW i8 Concept. The BMW i8 prototype had an average fuel efficiency of less than 2.5 L/100 km (113.0 mpg imp; 94.1 mpg US) under the New European Driving Cycle with carbon emissions of less than 59 g/km. The i8 with its carbon-fibre-reinforced plastic (CFRP) passenger cell lightweight, aerodynamically optimized body, and BMW eDrive technology offered the dynamic performance of a sports car, with an expected 0–100 km/h (0–62 mph) sprint time of less than 4.5 seconds using both power sources. The plug-in hybrid system of the BMW i8 comprised a three-cylinder, 1.5-liter BMW TwinPower Turbo gasoline engine combined with BMW eDrive technology used in the BMW i3 and developed maximum power of 170 kW (228 hp). The BMW i8 was the first BMW production model to be powered by a three-cylinder gasoline engine and the resulting specific output of 115 kW (154 hp) per liter of displacement was on par with high-performance sports car engines and was the highest of any engine produced by the BMW Group. The BMW i8’s second power source was a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor developed maximum power of 131 hp (98 kW) and produced its maximum torque of around 320 Nm (236 lb/ft) from a standstill. Typical of an electric motor, responsive power was instantly available when starting and this continued into the higher load ranges. As well as providing a power boost to assist the gasoline engine during acceleration, the electric motor could also power the vehicle by itself. Top speed in electric mode was approximately 120 km/h (75 mph), with a maximum driving range of up to 35 km (22 mi). Linear acceleration was maintained even at higher speeds since the interplay between the two power sources efficiently absorbed any power flow interruptions when shifting gears. The model-specific version of the high-voltage 7.2 lithium-ion battery had a liquid cooling system and could be recharged at a conventional household power socket, at a BMW I Wallbox, or at a public charging station. In the US, a full recharge took approximately 3.5 hours from a conventional 120 V, 12 amp household circuit or approximately 1.5 hours from a 240 V Level 2 charger. The driver could select several driving modes: SPORT, COMFORT, and ECO PRO. Using the gear selector, the driver could either select position D for automated gear selection or could switch to SPORT mode. SPORT mode offered manual gear selection and at the same time switched to sporty drive and suspension settings. In SPORT mode, the engine and electric motor delivered extra performance, accelerator response was faster, and the power boost from the electric motor was maximized. And to keep the battery topped up, SPORT mode also activated maximum energy recuperation during overrun and braking as the electric motor’s generator function, which recharged the battery using kinetic energy, switched to a more powerful setting. The Driving Experience Control switch on the center console offered a choice of two settings. On starting, COMFORT mode was activated, which offered a balance between performance and fuel efficiency, with unrestricted access to all convenience functions. Alternatively, the ECO PRO mode could be engaged, which, on the BMW i8 as on other models, supported an efficiency-optimized driving style. In this mode, the powertrain controller coordinated the cooperation between the gasoline engine and the electric motor for maximum fuel economy. On deceleration, the intelligent energy management system automatically decided, in line with the driving situation and vehicle status, whether to recuperate braking energy or to coast with the powertrain disengaged. At the same time, ECO PRO mode also programmed electrical convenience functions such as the air conditioning, seat heating, and heated mirrors to operate at minimum power consumption, but without compromising safety. The maximum driving range of the BMW i8 on a full fuel tank and with a fully charged battery was more than 500 km (310 mi) in COMFORT mode, which could be increased by up to 20% in ECO PRO mode. The BMW i8’s ECO PRO mode could also be used during all-electric operation. The vehicle was then powered solely by the electric motor. Only if the battery charge dropped below a given level, or under sudden intense throttle application such as kick down, was the internal combustion engine automatically activated. The vehicle was unveiled in BMW Group’s Miramas test track in France. The production BMW i8 was designed by Benoit Jacob. The production version was unveiled at the 2013 Frankfurt International Motor Show followed by 2013 Les Voiles de Saint-Tropez. Its design was heavily influenced by the BMW M1 Homage concept car, which in turn pays homage to BMW’s last production mid-engined sports car prior to the i8: the BMW M1. The BMW i8 featured butterfly doors, head-up display, rear-view cameras and partially false engine noise. Series production of customer vehicles began in April 2014. The electric two-speed drivetrain was developed and produced by GKN. It was the first production car with laser headlights, reaching farther than LED lights. The i8 had a vehicle weight of 1,485 kg (3,274 lb) (DIN kerb weight) and a low drag coefficient (Cd) of 0.26. In all-electric mode, the BMW i8 had a top speed of 120 km/h (75 mph). In Sport mode, the i8 delivered a mid-range acceleration from 80 to 120 km/h (50 to 75 mph) in 2.6 seconds. The electronically controlled top speed was 250 km/h (155 mph). The 20,000th i8 was produced in December 2019, one of the limited Ultimate Sophisto Edition models. The last i8 rolled off the production line on 11 June 2020. In total, there were 20,465 units produced: 16,581 coupés and 3,884 roadsters.

CADILLAC

This giant of a car is a 1976 Eldorado, a long running luxury car at the top of Cadillac’s range. This is from the ninth generation to bear the name, which first appeared in 1971. The Eldorado was substantially redesigned, growing two inches in length, six in wheelbase and featuring standard fender skirts, all of which gave the car a much heavier appearance than the previous generation. The 500 cu in (8.2 L) V8 engine remained an Eldorado exclusive. A convertible Eldorado was also offered for 1971, the first in the line since 1966. Door glass remained frameless, and the hardtop rear quarter windows were deleted, replaced by a fixed “opera window” in the widened “C” pillar. A stand-up wreath and crest hood ornament was new this year. Inside, there was a new curved instrument panel and redesigned seats. A fiber-optic “lamp monitor” system, which displayed the functionality of the headlamps, taillamps, parking lamps, turn signals and brakelights was mounted on each front fender and the shelf below the rear window. This 126.3 in (3,208 mm) wheelbase version Eldorado would run through 1978, receiving major facelifts in 1973, 1974 and 1975. Sales in 1971 set a new record at 27,368. Changes were minimal for 1972; the most noticeable exterior change was a new ‘Eldorado’ script, replacing the block ‘Eldorado’ lettering on the front fenders a trunk lid. Sales for 1972 increased to 40,074. In 1973, the Eldorado was removed from the Fleetwood series and reestablished as its own series. The 1973 models received a major facelift, featuring a massive egg-crate grille, new front and rear bumpers, decklid, rear fenders and taillamps. Interiors featured new “soft pillow” door panels, with larger, sturdier pull-straps. The rear “lamp monitor” display which showed the driver the function of the turn signal, brake and taillamps, was relocated (except on the convertible) from the rear shelf, to the headliner just above the rear glass. The Cadillac Eldorado was chosen as the official pace car for the Indianapolis 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Sales of the Eldorado coupe and convertible soared to 51,451 the highest total for the model during the 1970s and over a sixth of all Cadillac sales for 1973. The lengthened wheelbase reduced performance relative to contemporary premium personal luxury cars, but offered comfortable seating for six adults rather than just four. 1974 Eldorados featured a redesigned rear bumper with vertical ends, housing sidemarker lamps. This new bumper was designed to meet the new 5 mile impact federal design regulation. Other styling changes included new horizontal taillamps placed beneath the trunk lid, a new fine mesh grille with Cadillac script on the header and new standard wheel covers. Inside, there was a redesigned two-tier instrument panel, marketed in sales literature as “space age” and shared with all 1974 Cadillacs. A new, quartz controlled digital clock, an “information band” of warning lights and the fuel gauge ran horizontally along the upper tier of this new instrument panel. For 1975, the Eldorado was given rectangular headlamps, a new egg-crate grille, full rear wheel openings sans fender skirts and sharper, crisper lines resulting in a sleeker appearance reminiscent of the 1967–70 models. 1976 was to be the final year for the Eldorado convertible and the car was heavily promoted by General Motors as “the last American convertible”. Some 14,000 would be sold, many purchased as investments. The final 200 convertibles were designated as “Bicentennial Edition” commemorating America’s 200th birthday. All 200 of these cars were identical, painted white with a dual red/blue pinstripe along the upper bodyside and inside, a commemorative plaque was mounted on the dashboard. When Cadillac reintroduced the Eldorado convertible for the 1984 model year, several customers who had purchased 1976 Eldorado convertibles as investments, felt they had been deceived and launched an unsuccessful class action lawsuit against General Motors. Having received a major facelift the previous year, the Eldorado for 1976 received only minor styling changes, including a new grille, a small Cadillac script on the hood face, revised taillamp lenses and new black painted wheel covers. For 1977, the Eldorado again received a new grille with a finer crosshatch pattern. New vertical taillamps were relocated to the chrome bumper-fender extensions. New ‘Eldorado’ block-lettering appeared on the hood face and new rectangular side marker lights with ‘Eldorado’ block-lettering replaced the ‘Eldorado’ script on the rear fenders. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few 1977 and 1978 Eldorados into convertibles using salvaged parts from earlier models). The mammoth 500 cu in. (8.2L) V8 of 1970–76 was replaced by a new 425 cu in. (7L) V8 with 180 bhp available in all 1977 Cadillacs, except the Seville. A new grille was the only visible change for 1978; the Eldorado would be completely redesigned and downsized for 1979.

CHEVROLET

Dubbed “Super Hugger”, the second-generation Camaro was an all-new car with its basic mechanical layout familiar and engineered much like its predecessor with a unibody structure utilizing a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance. High-performance configurations were initially available, but the marketplace changed as 1970s progressed with fuel crisis, higher insurance rates, and tightening emissions regulations. Major styling changes were made in 1974 and 1978; 1981 was the final model year for the second-generation Camaro. Most of the engine and drivetrain components were carried over from 1969, with the exception of the 230 cu in (3.8 L) six-cylinder — the base engine was now the 250 cu in (4.1 L) six, rated at 155 bhp. The 1970 Camaro SS 396 had the 396 cu in (6.5 L) L78 rated at 350 bhp. Starting in 1970, the big block V8s (nominally 396 cu in (6.5 L)) actually displaced 402 cu in (6.6 L), yet Chevrolet chose to retain the 396 badges, equipped with a single 4-barrel Holley carburettor that produced 375 bhp at 5,600 rpm and 415 lb/ft (563 Nm) at 3,600 rpm of torque. Two 454 cu in (7.4 L) engines (the LS6 and LS7) were listed on early specification sheets and in some sales brochures but never made it into production. Besides the base model, buyers could select the Rally Sport option with a distinctive nose and bumper, a Super Sport package, and the Z-28 Special Performance Package (priced at US$572.95) featuring a new high-performance LT-1 360 hp 380 lb/ft (520 Nm) of torque 350 cu in (5.7 L) V8. The LT-1, an engine built from the ground up using premium parts and components, was a much better performer overall than the previous 302 cu in (5 L) V8s used in 1967-69 Z-28s; greater torque and less-radical cam, coupled with the 780 cfm Holley four-barrel, permitted the Z-28 to be available with the 3-speed Turbo Hydramatic 400 automatic transmission as an option to the four-speed manual for the first time. The LT-1 engine in the 1970 Camaro Z-28 came from the Corvette. The new body style featured a fastback roofline and ventless full-door glass with no rear side quarter windows. Doors were wider to permit easier access to the rear seat, and new pull-up handles replaced the old handles, for which the lower button had to be pushed in to open the door. The roof was a new double-shell unit for improved rollover protection and noise reduction. The base model featured a separate bumper/grille design with parking lights under the bumper, while the Rally Sport option included a distinctive grille surrounded by a flexible Endura material along with round parking lights beside the headlights and bumperettes surrounding on both sides of the grille. The rear was highlighted by four round taillights similar to the Corvette. A convertible was not offered, making this the only Camaro generation not to offer one. The 1970 was the first Camaro offered with a rear stabilizer bar. The four-wheel disc brake option (RPO JL8 of 1969) was dropped. Inside, a new curved instrument panel featured several round dials for gauges and other switches directly in front of the driver while the lower section included the heating/air conditioning controls to the driver’s left and radio, cigarette lighter and ashtray in the center and glovebox door on the right. New Strato bucket seats, unique to 1970 models, featured squared-off seatbacks and adjustable headrests, and the rear seating consisted of two bucket cushions and a bench seat back due to the higher transmission tunnel. The optional center console, with standard Hurst shifter, was now integrated into the lower dashboard with small storage area or optional stereo tape player. The standard interior featured all-vinyl upholstery and a matte black dashboard finish, while an optional custom interior came with upgraded cloth or vinyl upholstery and woodgrain trim on dash and console. The 1970 model was introduced to the assembly plants in February 1970, halfway through the model year. This caused some people to refer to it as a “1970½.” model; all were 1970 models. The 1970 model year vehicles are generally regarded as the most desirable of the early second-generation Camaros, since the performance of following years was reduced by the automobile emissions control systems of the period and later the addition of heavy federally mandated bumpers. The car would continue to evolve for 11 years before being replaced by an all-new design for 1982.

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

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

DAIHATSU

The Daihatsu Rugger (Japanese: ダイハツ・ラガー, Daihatsu Ragā) is an off-road vehicle built by Daihatsu between 1984 and 2002. The Rugger was also called the Rocky in most export markets, and Fourtrak in the United Kingdom. It has also received a series of different names elsewhere, which is why it is often referred to by its model designation (F70 for diesel variants or F80 for petrol variants) to distinguish it from its various siblings. In Japan and the US, the Rocky name refers to the smaller F300 series of Daihatsu vehicles. The F70/F80-series Rugger was made in the same mould as many of its Japanese competitors at the time. Dimensionally it was very similar to the short wheelbase variants of the Isuzu Trooper, Toyota Land Cruiser, Mitsubishi Pajero, and Nissan Patrol, although unlike most competitors the Rugger could seat five rather than four. The ladderframe construction with leaf sprung live front and rear axles was also typical. The four-wheel drive system required the driver to get out and lock the hubs when selecting the 4WD mode, but as of 1991 the F70/F80 switched to automatic locking hubs, engaging when the driver moved forward 2 to 3 metres (7 to 10 ft). A transfer case provided five extra low gears for crawling through rough terrain. Two wheelbases were built, with the longer one (F75/F85) stretched by 325 mm (12.8 in), making it shorter than most competitors’ long wheelbase models. There were no four-door models, excepting those developed by Daihatsu’s Indonesian subsidiary who also used an even longer wheelbase. There was a softtop model, a hardtop, a wagon, the long wheelbase version with a higher roof, as well as a rarely seen pickup truck on the longer chassis. The first model was sold from 1984 to 1993, replacing the F10/F20/F50/F60 series Taft. It was available in short wheelbase form with a convertible softtop or removable hardtop (F70/F80) and in long wheelbase form (F75/F85) with fibreglass top. The extended variant, called Rugger Wagon, could carry up to eight people in the back, facing each other. Three engine options were available: a Toyota 2.0 L 3Y petrol engine with single overhead cam and single carburettor producing 87 bhp and two 2.8 L diesel variants: a naturally aspirated variant producing 72 bhp and turbocharged variant producing 87 bhp, both featuring overhead valves. The turbodiesel appeared early in 1985. Part-time four-wheel drive was standard on all models. A Toyota diesel-engined (2L) version was sold in the Japanese market as the LD20 Toyota Blizzard. The 1984–1991 diesel models were available in short wheelbase F70, long wheelbase F75 and F77 pickup. In 1989, the DL-series diesel engine underwent a number of changes including a timing belt replacing helical timing gears, rectangular headlamps and four-wheel drive engagement in high range using an electric switch via a vacuum pipe. The code for the naturally aspirated model changed from DL41 to DL42. Later an intercooled version of the turbodiesel engine became available, with power increasing to 101 bhp or 114 bhp. In 1991 the Rugger/Rocky switched to automatic locking hubs.

DODGE

In development from 1996 (styling by Cliff Wilkins finalized in 1998), the third-generation Dodge Ram debuted on February 7, 2001, at the 2001 Chicago Auto Show, and debuted for the 2002 model year on 1500 models, while 2003 for 2500 and 3500 models. This major update included an all-new frame, suspension, powertrains, interiors, and sheet metal. The crew cab models for this generation were actually Quad Cab trucks that had conventional-opening rear doors. The four-wheel-drive light trucks (1500 series) lost their Beam axles in favour of an independent front suspension, but the 2500 and 3500 series retained the live axles for maximum longevity and durability; rear-wheel-drive 2500 and 3500 had class-exclusive rack and pinion steering for their independent front suspension (the 1500 also received rack and pinion steering for the first time). This body style drew heavily from the previous generation. The redesigned trucks bolstered sales, with 400,000 sold during 2001–2002 and nearly 450,000 sold during 2002–2003, a new high point for the Ram name. At the same time, both Ford and GM trucks were increasing in sales from a 2001 peak of over 850,000 to the 900,000 range. However, with 400,543 Rams sold that year, the total did not keep up with the eleventh-generation F-150 in 2004.

This is the Hellcat version of the Challenger, a 707 bhp monster.

FERRARI

In 1993, Ferrari presented a light weight 348 GT Competizione variant as a homologation version for competing in the GT Championship. Safety equipment such as a tool kit was carried over from the 348 Challenge. The braking system was derived from the F40 Evoluzione model. The cars also had modified racing suspension and exhaust system. The engine had a power output of 320 PS at 7,000 rpm and 324 N⋅m (239 lb⋅ft) of torque at 5,000 rpm, consistent to standard late 348 production with the F119H engine. Only 50 were made, including 8 Right Hand Drive models. Special features included a specially trimmed steering wheel indicating the number sequence in the production of the 50 cars, 5-spoke 18-inch Speedline competizione wheels and cloth trim seats with kevlar structure for weight reduction. Aiding further in the weight reduction was the carbon kevlar composite material used for the front and rear bumpers as well as the doors and a light weight polycarbonate rear window. Additional interior trim pieces such as door sills featured carbon kevlar and creature comforts such as air conditioning and sound proofing materials were removed. These changes resulted in a dry weight of 1,180 kg (2,601 lb). The final drive in the gear box was changed to 25/27 ratio for improved performance. These cars are incredibly rare, and so this is actually a recreation/tribute to them rather than one of the originals.

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

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

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.

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

The Ferrari F12berlinetta (Type F152) is a front mid-engine, rear-wheel-drive grand tourer which debuted at the 2012 Geneva Motor Show, and replaces the 599 grand tourer. The naturally aspirated 6.3 litre Ferrari V12 engine used in the F12berlinetta has won the 2013 International Engine of the Year Award in the Best Performance category and Best Engine above 4.0 litres. The F12berlinetta was named “The Supercar of the Year 2012” by car magazine Top Gear. The F12berlinetta was replaced by the 812 Superfast in 2017.

Also here was the Ferrari 812 Superfast. Known internally as the Type F152M, this is a front mid-engine, rear-wheel-drive grand tourer that made its debut at the 2017 Geneva Motor Show. The 812 Superfast is the successor to the F12berlinetta. The 812 Superfast has a 6,496 cc F140 GA V12, an enlarged version of the 6.3-litre engine used in the F12berlinetta. It generates a power output of 800 PS (789 bhp) at 8,500 rpm and 718 Nm (530 lb/ft) of torque at 7,000 rpm. According to Ferrari in 2018, the 812 Superfast’s engine was, at the time, the most powerful naturally aspirated production car engine ever made. It does not feature turbocharging or hybrid technology.

Final Ferrari here was the latest 296 GTB, and this one would appear to be Dick Lovett’s demonstrator car. As the dealer was not present themselves, this has to have been brought by whomever had managed to borrow it for the weekend.

FIAT

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

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

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

FORD

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

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

The fourth version of the Ford Escort was launched in March 1986, with only a small number of changes. Although popularly regarded as a fourth generation model (and is popularly known as the “Mark IV”), internally within Ford it was regarded as a Mark III facelift and consequently carried the codename ‘Erika-86’. It was instantly recognisable as an updated version of the previous model, taking styling cues from the recently introduced Scorpio/Granada III – with a smooth style nose and the “straked” rear lamp clusters smoothed over. Internally the car had a revised interior, with new door cards, a completely new dashboard, switchgear and instrumentation, although the check-light system for low fuel, low oil, low coolant, low screenwash, and worn out brake pads was dropped. Optional new features included a mechanical anti‐lock braking system (standard on RS Turbo models), a fuel computer on fuel-injected models, and a heated windscreen. The main mechanical changes were the introduction of a ‘lean-burn’ 1.4 L CVH engine (replacing the previous 1.3 CVH) . A 1.3 L version of the Valencia overhead valve engine was introduced for the Popular and L specification models, in addition to the existing 1.1L version. A new subframe for mounting the powertrain was introduced to combat earlier criticisms of drivetrain refinement of the original car, as well as more tweaking to the suspension settings to address the long standing issues with the Escort’s damping and handling characteristics. Initially Chubb AVA lock barrels were fitted to the facelifted 1986 models but these were soon changed over to the Tibbe type as with the Ford Orion. These changes were welcome at a time when the Escort was faced with a host of new competitors; General Motors had brought out a new version of the Opel Kadett/Vauxhall Astra 18 months earlier, shortly after Volkswagen had introduced the Mk II Golf and British Leyland had launched the Austin Maestro, while the British-built Peugeot 309 had gone on sale just weeks before the updated Escort. All-new competitors from Fiat and Renault were just two years away. In 1987, an LX trim designation was introduced, situated between the L and GL models. That same year, the commercial line-up was expanded with a sedan delivery version of the 3-door station wagon bodyshell (with filled in rear windows and no back seats) known as the “Combi”, which sat below the existing van versions. The 1989 model year cars saw major changes to the engine line up, with the diesel engine being enlarged to 1.8 L. The entry level 1.1 L and 1.3 L models were updated with the redesigned HCS version of the Valencia engine developed for the Mk III Fiesta.[64] On the 1.6 L CVH injection engines, a Ford developed electronic fuel injection system replaced the Bosch K-Jetronic fuel injection system in the XR3i and Orion Ghia injection. Other changes for the ’89 were the slightly altered front grille aperture (which was now common to both the Escort and Orion) whilst the Escort badge at the rear changed to look more modern as well as some minor trim revisions and equipment upgrades on all models – “L” models now had tinted glass and a sunroof as standard. Ford gave the Escort‐based Orion saloon a similar makeover. Carried over from the previous range was the 3-speed automatic which was ultimately replaced late in the production run with a variant of the CTX stepless gearbox as first used in the Fiesta a couple of years earlier. The 1990 model year saw equipment levels across the range improved substantially, with all but the base Popular models being fitted with a sunroof as standard, and the GL gaining electric windows and mirrors. Spring 1990 saw the final revisions – the Popular now gained a radio cassette and a 5-speed gearbox, whilst catalytic converters and central point fuel injection were now available on the 1.4 and 1.6 CVH engines.

A sporting version of Ford’s front wheel drive Escort was announced at the same time as the “cooking” 1.1, 1.,3 and 1,6 litre cars in October 1980. This was the XR3, and it came initially with a carb fed 1.6 litre engine generating 105 bhp and had a four speed gearbox. Fuel injection finally arrived in October 1982 (creating the XR3i), eight months behind the limited edition (8,659 examples), racetrack-influenced RS 1600i. The Cologne-developed RS received a more powerful engine with 115 PS, thanks to computerised ignition and a modified head as well as the fuel injection. For 1983, the XR3i was upgraded to 115bhp thanks to the use of fuel injection and a five speed transmission had been standardised. Both variants proved very popular, getting a significant percentage of Escort sales and also as a slightly more affordable alternative to a Golf GTi. For those for whom the performance was not quite enough, Ford had an answer, with the RS Turbo. This 132 PS car was shown in October 1984, as a top of the range car, offering more power than the big-selling XR3i and the limited production RS1600i. Going on sale in the spring of 1985, it proved to be somewhat of a disappointment, with the chassis coming in for severe criticism.  The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential.  One car only was finished in black; it was built especially for Lady Diana. Ford facelifted the entire Escort range in January 1986, and a few months later, a revised Series 2 RS Turbo emerged, which adopted the styling changes of the less potent models, and the new dashboard, as well as undergoing a mechanical revision and the addition of more equipment including anti-lock brakes. The Series 2 cars were available in a wider range of colours.

The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993. It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was “Project Toni”. Its name came from the Spanish word for mountain range. The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham, shortly followed by the Salon de l’Automobile in Paris on 30 September 1982. Sales started on 15 October 1982, replacing the Ford Taunus TC3 (UK: Ford Cortina Mark V). Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Taunus’s/Cortina’s replacement. This was also due to the fact that the Sierra was not available as a saloon, in contrast to the Taunus/Cortina. A saloon model debuted in 1987 with the introduction of the facelifted Sierra. It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand. By 1978, Ford Europe was working on a new mid-range model to replace the Cortina/Taunus during the early 1980s, working under the codename “Project Toni”. Although still popular with buyers, the outgoing Cortina/Taunus was essentially a 12-year old design by the time of the Sierra’s launch; despite the TC2 shape launching in 1976, and the mildly reworked TC3/Mk5 three years later, both were merely a reskinned version of the 1970 TC/Mk3 with few major mechanical changes in that time. Ford’s future model policy and styling direction had already been shown with the Escort III two years earlier, in that its conventionally styled saloons of the 1970s would be replaced by hatchbacks with advanced aerodynamic styling. Ford had confirmed during 1981, a year before the Sierra’s official launch, that its new mid-range car would carry the Sierra name, signalling the end of the Taunus and Cortina nameplates after 43 years and nine generations respectively 20 years and five generations. In September that year, it had unveiled the Probe III concept car at the Frankfurt Motor Show, hinting at what the new car would look like when the final product was unveiled 12 months later. At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line three-box styling of the Taunus/Cortina, and it was nicknamed “the jellymould”. The shape served a purpose though, producing a drag coefficient of 0.34, a significant improvement over the boxy outgoing Taunus’s/Cortina’s 0.45. This aerodynamic design was key for reducing fuel consumption according to Ford, and was even used as compensation for the V6-engines. The interior was more conventional, although Ford took a page from BMW by angling the centre of the dashboard towards the driver. Sales were slow in the first months – the situation being exacerbated by heavy discounting by Ford dealers of surplus Cortina stock from the autumn of 1982 onwards, with more than 11,000 new Cortinas being registered in 1983. However in 1983, its first full year of sales, the Sierra managed nearly 160,000 sales in Britain, outsold only by the smaller Escort. Ford had also launched the more conservatively designed Escort-based Orion saloon that year, which found favour with buyers who would otherwise have been the Sierra’s target customers. In West Germany, it was proving very popular from an early stage; within months of its launch, it was reportedly achieving treble the number of sales that the Taunus had been attaining – though in West Germany, the Taunus had not been quite as popular or iconic as its Cortina equivalent had been in Britain. It was later in the Sierra’s life that the styling began to pay off; ten years after its introduction, the Sierra’s styling was not nearly as outdated as its contemporaries, even though all major competitors were newer designs, though the Sierra had been tweaked on several occasions and many new engines had been added. The most notable changes came at the autumn of 1987, with a major facelift and the addition of a 4-door saloon (UK: Sapphire). As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal. At its peak, it was Britain’s second best selling car in 1983, 1988 and 1989, and was still Britain’s fifth best selling car in 1992. Its best year was 1989, when more than 175,000 were sold. However, it was outsold by the Vauxhall Cavalier in MK2 form during 1984 and 1985, and then from 1990 until its demise by the MK3 Cavalier. Nevertheless, it comfortably outsold its second key rival, the Austin Montego, which was launched in April 1984. Between 1985 and 1988, the Sierra faced fresh competition in Europe from the likes of the Renault 21 and Peugeot 405, while Japanese carmaker Nissan was producing its Bluebird model in Britain from 1986. Early versions suffered from crosswind stability problems, which were addressed in 1985 with the addition of “strakes” (small spoilers) on the rear edge of the rubber seals of the rear-most side windows. These shortcomings saw a lot of press attention, and contributed to early slow sales, when it was outsold by its key rival the Vauxhall Cavalier in 1984 and 1985. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn’t be “read” to interpret major damage) also harmed the car’s reputation. This reached near-hysterical heights in its early months on sale, with UK press making a report that Ford would reintroduce the previous Cortina model out of desperation. These reports were swiftly denied by Ford. However, sales began to rise during 1983, and it finished as Britain’s second best selling car behind the Escort. After being outsold by the Cavalier for the next two years, it regained its lead of the market sector in Britain during 1986, and a refreshed range (with more engine options as well as the introduction of a saloon) enjoyed a surge in sales from 1987, though the MK3 Cavalier finally outsold it in 1990. Even in 1992, the Sierra was still Britain’s fifth best selling car. It was nicknamed “the salesman’s spaceship” on account of its status as a popular fleet car in Britain. In contrast to the Sierra’s groundbreaking exterior design, its drivetrain was conservatively engineered, retaining rear-wheel drive and the same engines and transmissions as the Cortina/Taunus which were effectively 12 years old as they were first used on the TC1/MkIII generation in 1970. Much of this was done to appease the important fleet market which was wary of complexity. However, there was much modification; for example the engines were fitted with breakerless ignition, improved carburettors and the option of fuel injection, whilst 5-speed transmissions were now available. Most competitors were already switched to front-wheel drive around that time. Ford claimed however this set-up was required to offer V6-engines, which had to contribute to the Sierra’s driving comfort. New for the Sierra was a diesel engine, although the engine itself wasn’t new at all. Similar to the Ford Granada, Ford used an “Indenor”-engine which was designed by Peugeot in the 1950s. While the Granada was offered with 1.9, 2.1 and 2.5 diesels, the Sierra unit had a displacement of 2.3 litre. This engine was replaced only in 1989 by an all-new 1.8 litre turbodiesel, developed by Ford itself. The Sierra had a four-speed manual gearbox as standard, with a five-speed as option but standard on the 2.3D and 2.3 V6. At a time when the rival Vauxhall Cavalier was offered with a five-speed, this led to some critics commenting that the Sierra was somewhat underpowered. In the mid-1980s, many smaller cars (some even two segments smaller) featured five-speed gearboxes as standard. The chassis, however, was more sophisticated than the Cortina/Taunus, with fully independent suspension on both axles. The rear suspension was essentially carried over from the Granada, with trailing arms and coil springs mounted on a tubular sub-frame which also provided location for the final drive/differential housing driving the axle shafts. The front suspension dispensed with the Cortina/Taunus’ double wishbones in favour of a scaled-up version of the Fiesta and Escort/Orion’s layout with MacPherson struts, lower locating arms and anti-roll bars. One of the most striking design features of the Sierra was its closed front panel instead of a grille, which was later also to be found on the 1985 Ford Taurus. The air intake was situated below the front bumper, making the Sierra a so-called ‘bottom breather’. The headlights were integrated in this front panel while the indicators were mounted in the bumper within a combined unit with the foglights. However, this set-up was only present on the top-of-the-line “Ghia”-trim as well on the later introduced XR4i sport model. The other Sierra models had a more traditional front end with a two-bar grille between the headlights, being unpainted on the base model. These models had the indicators in the bumper as well, although being slimmer but wider and without the foglights. Both the Ghia and XR4i had wide headlights with two lenses while the other models had smaller lights with a single lens. For the 1985 model year, all the lower-spec models, except the base model, adopted the Ghia and XR4i’s front grille and headlight treatment. However, the second lens of the lower-spec models had no actual light within it. On the Ghia and XR4i this lens contained additional high beam lamps. The South-African XR8 model’s front end was similar to the XR4i’s but featured a small grille between the headlights. The rear lights of the Ghia, as well as the very early XR4i’s, were the same shape and layout as other models, but featured tiny horizontal black strakes on the lenses to give the impression that they were smoked. The car was replaced by the Mondeo in Europe in April 1993, though stocks lasted for about two years afterwards. The Sierra remained a popular second-hand buy and common sight on British roads until well beyond the year 2000.

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

The Ford Escort was revised in January 1995, although it was still based on the previous model. This version had new front lights, bonnet, front wings, front and rear bumpers, wing mirrors, door handles and 4 different front radiator grilles (slats, honeycomb, circles and chrome). At the rear, the Ford logo moved from the right to the centre of the boot, except for the van and some convertible models. The interior of the car was hugely revised too following heavy criticism of the original 1990 car which featured low quality plastics for its interior mouldings – the car now featured an all new dashboard arrangement of competitive quality. However, the underlying car was now five years old and most of its rivals were either new or to be imminently replaced. The two entry level engines were revised – the 1.3 L received the latest (and final) version of Valencia pushrod engine – the Endura-E from the recently launched Mk IV Fiesta and Ka, whilst the 1.4L CVH was replaced by the updated CVH-PTE unit. There were no changes to either the venerable 1.8 diesel or the 1.6/1.8 Zetec units at the top end of the range. The improved iB5 version of the venerable BC-series transmission was also later introduced as a running change. Dynamically, the handling and ride were also much improved with revised suspension set up from that on the previous Mark V models. The sporty “Si” model had slightly stiffer suspension than the Encore, LX and Ghia variants, although the Si was otherwise the same as the LX with some additional standard, mainly cosmetic, enhancements such as front and rear spoilers (which were also available as options on the LX), sports seats and white-faced dashboard instruments. Some special trim levels of the Escort include: Calypso Cabriolet, Freedom, Serenade, Cabaret and Mexico. The RS2000 models ceased production in June 1996, and were the last Escorts ever to wear the famous RS badge. The RS badge did not resurface until the Focus RS arrived in 2002. A new Ghia X model was introduced around 1996, which included air conditioning and a 6 CD autochanger as standard. Although the equipment of the Ghia below it was reduced, it was now more affordable. The last “standard” model to be introduced in 1997 was the GTi — the only GTi-badged Ford to ever be sold in Europe. This used the same existing 115 PS 1.8 L Zetec-E engine found in other cars in the range, but included a body kit borrowed from the now cancelled RS2000 model, part-leather seats plus the standard fitment of ABS. The GTi was available in 3- and 5-door hatchback and estate bodystyles. In Chile, to avoid confusion with the US-market Escort which was being sold alongside it, this generation was sold as the “EuroEscort” for several years. In 1998, Ford announced an all-new car, the Focus, which replaced the Escort and superseded the “Escort” name that had been in use for 30 years. The Escort range was cut down to just “Flight” and “Finesse” editions, and sold for a further two years in parallel with the Focus. All engines except the 1.6 L petrol and 1.8 L turbo diesel were dropped, as were the three-door hatchback, four-door saloon and cabriolet bodystyles (except in mainland Europe, New Zealand, South Africa and South America). The Flight cost £10,380 and offered electric front windows, a three-speed fan and a cassette player. For an additional £1,000 the Finesse added alloy wheels, air conditioning, a CD player, fog lamps and metallic paint. The more competitive prices managed to keep European Escort sales going until the last one rolled off the Halewood assembly line in July 2000, although remaining stocks were sold into 2001, making it the last Ford car to be assembled there. The plant was transferred to Jaguar that year for the new X-Type saloon, and following the later merger with Land Rover and the sale of the plant to Tata, Ford now only has a small presence at Halewood – retaining the transmission works at the site. The van variant remained in production in a facility located behind the now Jaguar plant at Halewood until 2002 when the new Transit Connect model was introduced. The Escort hatchback and estate were produced in Argentina until 2004, having been sold alongside its successor (the Focus) during the final stages of production. Escort-based light vans had been offered since 1968, although the market sector, always larger in the UK than in continental Europe, dated back beyond the 1950s when successive Ford Anglias had been available with a van variant. After the demise of the Escort, Ford would be represented in this niche by the Turkish assembled Ford Transit Connect.

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

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

One of the most striking cars present was this 1941 Ford. The Ford car was thoroughly updated in 1941, in preparation for a time of unpredictability surrounding World War II. The 1941 design would continue in an aborted 1942 model year and would be restarted in 1946 and produced until 1948 when the more modern 1949 Fords were ready. During the initial year of this car, it evolved considerably. The front fenders came in three pieces, the theory being that small damages could be replaced easily. During the year, it evolved into two pieces with the lower front and back sections being joined. The hood risers changed, the early ones being the same as 1940 Fords, changing during the year to the better later version. The 1941 Convertible had no rear side windows, the only side windows being in the doors; in 1942, quarter windows were added so the rear occupants could see out. Five different coil/distributor arrangements were used during 1941, causing confusion for mechanics. Other variations were: two different positions for the generator, and three for the cooling fan — front of the crankshaft, front of the generator (rare) and on a bracket. This is thought to be the first Ford to offer a replaceable cartridge oil filter as an option. The two interior heaters were a “Southwind” gasoline burner, which had the advantage of keeping one warm in winter at drive-in movies (provided a small electric fuel pump was used), and a more ordinary hot-water type. Both had window defrosters. It had an excellent radio, which could consume the battery in about two hours. Electric windshield wipers were available in addition to the vacuum-powered wipers. Three different convertible power top mechanisms (vacuum, electric screw, and hydraulic) and two different header bar latching systems were used. Rear suspensions sometimes had a sway bar, most did not. It had excellent brakes and among the best handling of ordinary cars of the time. It served a transitional role in Ford’s lineup. The two previous Ford car lines, Standard and De Luxe, had blossomed into three, Special, De Luxe, and Super De Luxe. Ford vehicles had been V8-only since 1935, but dealer requests for an “economy” engine option prompted the introduction of a six cylinder unit. The entry-level 136 cu in (2.23 L) V8 was switched in favour of a new 226 CID 3.70 L L-head straight-6, the first Ford six since the 1906 Model K. The popular 221 cu in (3.62 L) V8 remained as the top-line engine and was standard 221 cu in (3.62 L )in De Luxe models. Both engines were rated at 90 hp. The 239 CID engine, introduced in 1939 for Mercury and trucks, was continued in the Mercury models. The chassis was longer, with a 114 in (2,900 mm) wheelbase. The “ignition key” for these cars was actually used to operate a bolt lock which, on one end, unlocked the steering column (a feature destined to return, mandated, decades later), and on the other end unblocked the ignition switch, allowing it to be operated. Starting the car was then accomplished by pressing a pushbutton on the dashboard, another feature destined to return with the advent of “smart keys”. Although starting cranks had been replaced by electric starters for decades, Ford cars included a manual starting feature until 1948 as an antidote to dead-battery syndrome. The wheel-lug wrench served as a handle (also for the jack) and the jack shaft with bayonet-coupling pins could be inserted through a small hole in the grille to engage a bayonet socket on the forward end of the engine crankshaft. A quick-and-easy twist of the handle was sufficient to start the flat head V8, and the bayonet coupling was self-disengaging for safety. Fords for 1941 were much more modern with a wide body that nearly covered the running boards. The front and rear fenders were still pronounced, but were now integrated more into the body and the headlights were pushed all the way up and out over the front wheels. The 1941 grille was a three-part affair with a tall centre section bookended by twin kidneys low on the fenders and vertical bars all around. The 1941 was a bigger car with a 194.3 in (4,940 mm) overall length and a width increased to 73.12-in. Body styles included two-door and four-door sedans, a sedan coupe, a business coupe, and convertible coupe, sedan delivery wagon, and woody station wagon. The Super Deluxe had several amenities of higher quality over the base models, including more chrome, leather seats, and a wood-grain dashboard. The pickup truck continued with the 1940 standard Ford styling. Production of the 1941 models was disrupted by a sudden labor strike in April 1941; Henry Ford, having resisted unionization well after the rest of the American automobile industry accepted it, finally gave in and signed a contract with the UAW. The car was modified in minor ways for 1942 though only a few were produced before the needs of war took over.

Like most of the GT40 cars you see, this is a replica, not one of the original cars. It is an MDA GT40 made by a company called GT Racing, which has a history dating back to 1985 for specialist vehicle design and builds. Starting with high quality customer vehicles to specific chassis and body designs and working for another quality GT40 car manufacturer G T Developments during 1988-1994 with over 380 built cars to its credit. Forming MDA in 1994 the customer list grew for individual car builds with a more demanding accuracy and design improvement. MDA GT40 LTD was started in 2003 and many more cars were produced. In the World Recession in 2008 MDA GT40 LTD closed its doors due to economic pressure. Since then they have still supplied GT40 parts to existing customers and owners of other GT40 models and other Race car owners under the name of G T Racing.

GMC

The GMC CCKW, also known as “Jimmy”, or the G-508 by its Ordnance Supply Catalog nr, was a highly successful series of off-road capable, 21⁄2-ton, 6×6 trucks, built in large numbers to a standardized design (from 1941 to 1945) for the U.S. Army, that saw heavy service, predominantly as cargo trucks, in both World War II and the Korean War. The original “Deuce and a Half”, it formed the backbone of the famed Red Ball Express that kept Allied armies supplied as they pushed eastward after the Normandy invasion. The CCKW came in many variants, including open or closed cab, long wheelbase (LWB) CCKW-353 and short (SWB) CCKW-352, and over a score of specialized models, but the bulk were standard, general purpose, cargo models. A large minority were built with a front mounted winch, and one in four of the cabs had a machine-gun mounting ring above the co-driver’s position. Of the almost 2.4 million trucks that the U.S. Army bought between 1939 and December 1945, across all payload weight classes, some 812,000, or just over one third, were 2+1⁄2-ton trucks. GMC’s total production of the CCKW and its variants, including the 21⁄2-ton, 6×6, amphibian DUKW, and the 6×4, 5-ton (on-road) CCW-353, amounted to some 572,500 units – almost a quarter of the total WW II U.S. truck production, and 70 percent of the total 2+1⁄2-ton trucks. GMC’s total of ~550,000 purely 6×6 models, including the DUKW, formed the overwhelming majority of the ~675,000 six by six 2+1⁄2-ton trucks, and came in less than 100,000 shy of the almost 650,000 World War II jeeps. Additionally, GM built over 150,000 units of the CCKW’s smaller brother, the 1+1⁄2-ton, 4×4 Chevrolet G506, at the same factory. The GMC CCKW began to be phased out, once the M35 series trucks were first deployed in the 1950s, but remained in active U.S. service until the mid-1960s. Eventually, the M35 series, originally developed by REO Motors, succeeded the CCKW as the U.S. Army’s standard 2+1⁄2-ton, 6×6 cargo truck.

HONDA

In 2001, Honda introduced the next generation of the Civic Type R as a unique 3-door hatchback to the UK market, which was manufactured in Swindon, England. This European Domestic Market Civic Type R featured a 200 PS 2.0-litre i-VTEC engine (K20A2) and the regular Type R treatment of seam welding, close-ratio 6-speed transmission and upgraded brakes, but did not include some of the other higher-end features, such as the helical LSD and red Recaro race-seats, that were standard on the EK9. However, Honda marketed a JDM (Japanese domestic market) version of the EP3 (which was exclusively manufactured in Swindon, UK and was shipped to Japan), which retained the highly renowned helical LSD similar to that of the EK9 and red Recaro race-seats. Other differences of the JDM model included a more track-oriented chassis/undercarriage settings as compared to the European model as well as a more powerful engine having a power output of 215 PS (designated K20A) had a fully balanced crankshaft assembly with the different intake manifold, exhaust manifold, higher-lift camshafts, higher-compression pistons, chrome-moly flywheel and ECU programming. All of the Japan-spec K20A Type R powertrains were built in Japan and shipped to the Swindon plant to be installed in the Japan-spec Type-R EP3. The JDM EP3 was also available in the traditional Type R Championship White while the EDM was not. The EDM has more relaxed gear ratios and some high rpm torque traded for low rpm torque compared to the JDM. In 2003, the EP3 was updated with many improvements – revised EPS with quicker steering, revised suspension settings, projector headlamps (JDM came equipped with halogens only while the EDM came with an option for HIDs with self-leveling motors), lighter clutch and flywheel assembly, etc. Based on Honda literature, this facelifted (FL) model was targeted at addressing customers’ and critics’ feedback such as understeer on the limit (due to the front MacPherson strut setup), numb steering response and lack of low-end torque. Mugen Motorsports developed an upgraded version of the JDM Civic Type R, with a sport exhaust system and engine tuning, special Mugen Grille, and anti-roll bars for pro racing activities. In 2003 Honda celebrated 30 years of the Civic badge by offering a special edition 30th Anniversary Civic Type R. This special edition features red bucket seats from Recaro, AIR CONDITIONING, privacy glass on the rear windows, a leather MOMO steering wheel, red interior carpet and door cards. The 30th Anniversary models in the UK were available in Nighthawk Black, Satin Silver and Milano Red. Only 300 of these models were produced, 100 in each colour. In 2005 towards the end of the EP3’s production run, Honda introduced the Civic Type R Premier edition which had Recaro Trendline seats (similar to those found in the Anniversary Edition, only in red and black rather than all red), a darker shade of fabric on the rear seat centre sections, a MOMO Steering Wheel, Red Carpet, Door Linings, “Type R” embossed into the front brake calipers and black privacy glass on the rear windows. Air conditioning was an option. They were available in Milano Red, Nighthawk Black, Cosmic Grey and Satin Silver. In 2004 Honda introduced the “C Package” option (¥330,000 JPY) to Japan’s Civic Type R line-up which included an additional colour, Satin Silver Metallic, HID lighting, rear privacy glass, automatic air conditioner and outside air temperature sensor. For the last production year (2005), the EP3 Type R was offered in Vivid Blue Pearl for the European Market. A total of 132 EP3’s, which were all left-hand drive, were produced in Vivid Blue Pearl.

The fourth generation Integra was introduced in Japan on April 13, 2001 and produced from July 2001 to July 2006. For North America (United States and Canada), it was introduced as the Acura RSX in accordance with Acura’s new alphabetical naming scheme. It also had an entirely new engine, the K-series. The Integra came in two models in the United States, the RSX and the RSX Type-S boasting the K20A2 engine from 2002 to 2004, while the 2005 and 2006 RSX-S came with a K20Z1. The RSX was sold as a Honda Integra in Japan and Australia, markets where Acura did not exist. In March 2006, Honda announced that the Integra would be discontinued in June after its final 300 cars were sold, due to the shrinkage of the coupe market. The reaction of the consumers towards the discontinuation, however, forced Honda to extend production until July 2006 and produce 150 more Integras. The Acura RSX was discontinued as well, as the RSX did not fit within the confines of Acura’s re-structured market strategy. This left the Acura TSX as Acura’s entry-level vehicle. Also, the introduction of the similarly powerful and less expensive 2006 model-year Honda Civic Si was there to fill in the gap left by the RSX. The DC5 Type R (Japanese market only) comes standard with a K20A 220 hp 2.0 litre DOHC i-VTEC four-cylinder engine. The “i” in i-VTEC stands for intelligent VTEC, which employs VTC (Variable Timing Control) to advance or retard the intake cam timing within a 50 degree range. The Integra Type R comes equipped with Recaro seats, four-piston Brembo front brakes, a close ratio six-speed manual transmission, a limited-slip differential, variable back-pressure exhaust system, and a stiffer suspension..

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

JAGUAR

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

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

Throughout the 1970s Jaguar had been developing “Project XJ40”, which was an all-new model intended to replace the original XJ6. Scale models were being built as early as 1972. Due to the 1973 oil crisis and problems at parent company British Leyland, the car was continually delayed. Proposals from both Jaguar’s in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and, in February 1981, the British Leyland board approved £80 million to produce the new car. Launch was originally scheduled for 1984, but following Jaguar’s de-merger from BL and privatisation that same year, the company’s CEO Sir John Egan took advantage of the resurgence in sales of the existing Series III XJ6 (particularly in the lucrative North American market) to delay the XJ40’s launch a further two years to allow for more development time. The XJ40 was at the time, the most extensively tested vehicle the company had ever developed. Designs for the XJ40 pioneered significant improvements to how Jaguar cars were designed, built, and assembled. Among these improvements was a 25% reduction in the number of bodywork panels required per car (e.g. three pressings needed for a Series 3 door compared with one for a XJ40 door), resulting in not only a more efficient assembly process, but also a weight saving and a stiffer structure.  Initially, only two engines were offered across the XJ40 models: a 2.9 L and a 3.6 L version of the AJ6 inline-six. In 1990 the 3.6 L was replaced by a 4.0 L model and in 1991 the 2.9 L was replaced by a 3.2 L model. During the development of the XJ40, British Leyland had considered providing the Rover V8 engine for the car, which would have eliminated the need for future Jaguar engine production. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines – in particular the Rover V8 – which British Leyland management had desired; this delayed the introduction of the V12-powered XJ12 until 1993 as the front structure of the XJ40 had to be extensively redesigned. As a consequence, the preceding Series III XJ was kept in production in V12 form to cater for this market need until 1992. The automatic gearbox used in the 2.9 L, 3.2 L and 3.6 L six-cylinder cars was the four-speed ZF 4HP22. On the 4.0 L, the four-speed ZF 4HP24 was used. A stronger automatic gearbox was required for the V12-equipped cars, and the four-speed GM 4L80-E was selected. The manual gearbox fitted to early cars was the five-speed Getrag 265, while later cars received the Getrag 290. The automatic transmission selector was redesigned to allow the manual selection of forward gears without accidentally selecting neutral or reverse. This new feature was dubbed the “J-Gate” and remained a staple of all Jaguar models up until the 2008 Jaguar XF, when shift by wire technology rendered it redundant – all subsequent Jaguar models now use a rotary knob for transmission mode selection. The base XJ6 of the model range was modestly equipped; extra-cost options included alloy wheels, anti-lock brakes, air conditioning, leather upholstery, and an automatic transmission. The exterior featured two pairs of circular headlamps and black powder-coated window frames. The Sovereign model came equipped with significantly more features than the base XJ6. Included was air conditioning, headlamp washers, a six-speaker sound system, rear self-levelling suspension (SLS), anti-lock braking system, and inlaid burl walnut wood trim (pre-MY1991). The headlamps fitted were the rectangular single units. The window frames were made from stainless steel. Further variants would follow, before the car’s replacement in 1994.

LAMBORGHINI

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

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

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

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.

LOTUS

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

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

MASERATI

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

The only other Maserati here was my Ghibli.

McLAREN

Now an established part of the McLaren range, the 570S along with its slightly cheaper and less powerful brother, the 540C, was revealed at the 2015 New York Auto Show, going on sale towards the end of that year. These were labelled as part of McLaren’s Sports Series. This mid-engine sportscar features the lightweight carbon fibre MonoCell II chassis, and a highly efficient 3.8-litre twin turbo V8 engine generating 562bhp and 443lb/ft of torque. Although the model has been conceived with a greater focus on day-to-day usability and refinement, it is still very much a pure McLaren, boasting a class-leading power-to-weight ratio of 434PS per tonne, and electrifying performance. The 570S Coupé accelerates from 0 to 100km/h in just 3.2 seconds, reaches 200km/h (124mph) in 9.5 seconds, and on to a top speed of 204mph. Pricing for the 570S Coupé started at £143,250, though like all cars of this type, that figure can quickly rise once you raid the options list.

The 720S – a complete replacement for the 650S – was a star of the 2017 Geneva Show, and it was clear on looking at it, that the Woking firm really is increasingly a serious threat to Ferrari’s supercar supremacy, even before learning that total sales in just five years of production had passed 10,000 units. The 720S was presented as the firm’s new core model and the first of 15 new-generation McLarens, half of which will be hybrids, promised by 2022 under CEO Mike Flewitt’s ambitious Track 22 development plan. The 720S obeys all existing McLaren design rules. It is a two-seat supercar based on an all-carbonfibre tub, with aluminium space frames carrying the front and rear suspension, and it is powered by a twin turbo V8. However, within that envelope, it has been redesigned and updated in every detail. The exterior introduces a new ‘double skin’ door construction that eliminates the need for the prominent side air scoops previously thought essential in supercar design, while the engine grows to 4.0 litres, up from 3.8-litres, and now produces 710bhp. McLaren has further developed its carbonfibre chassis tub and upper structure, taking lessons from previous models, including the P1. Now dubbed Monocage II, the structure is cited as the key to the 720S’s 1283kg dry weight, which undercuts all competitors and beats that of its predecessor by 18kg. Monocage II’s stiffness has allowed McLaren’s designers to give the 720S remarkably thin A-pillars, a deep windscreen, B-pillars set well back and slim, glazed C-pillars, all of which contribute to first-class all-round visibility for the driver. The body panels are made either of carbonfibre or superformed aluminium, and their novel shape plays a key role in the 720S’s impressive aerodynamic performance. Low down at the front there are anti-lift aero blades reminiscent of those on the P1, while ultra-compact LED headlights fit into frontal ‘eye sockets’ that allow room for vents to feed the air conditioning and oil cooler. The body sides incorporate channels, formed by two skins and flowing past the dihedral doors, so cooling air can be directed along the body into the engine bay, uninterrupted by turbulence and resulting in a 15% improvement in cooling airflow. On the outer, lower part of the doors, there are F1-inspired blades that direct air away from the front wheel arches, assisting downforce and cutting drag. A big under-body diffuser at the rear sweeps up from the 720S’s flat floor almost to its rear wing, where the two elements frame the ultra-thin LED tail-lights. Because the top of the 720S’s engine is a remarkable 120mm lower than that of the 650S, the car also has a low, teardrop-shaped engine cover that allows an uninterrupted flow of air over the roof to the hydraulically actuated rear wing, which has a DRS drag reduction setting for optimal straight-line performance, an Aero setting for downforce in corners and a Brake setting (which sets the wing a steep 56deg from the horizontal) to increase drag and improve chassis balance under heavy braking. The result, says McLaren, is that the wing has 30% more downforce and its aero efficiency (the ratio of downforce to drag) is doubled. McLaren claims “new heights of performance” from its expanded turbo V8, now re-engineered for a capacity of 3994cc, thanks to a 3.6mm lengthening of its stroke. The engine also has lighter pistons and conrods and a stiffer, lightened crank, plus twin-scroll turbochargers with faster-spooling turbines, capable of spinning at 145,000rpm, and electronically controlled wastegates. In total, 41% of the engine’s components are new. A cast aluminium air intake system, visible through the mesh engine cover, feeds extra air to the more potent engine that now uses two injectors per cylinder. But rather than simply pumping in more fuel, the improved injection system gives more accurate metering, which helps to cut CO2 emissions by around 10%, to a class-leading 249g/km. Combined economy falls by a similar percentage to 26.4mpg. The 720S’s peak output of 710bhp is produced at 7000rpm, while maximum torque of 568lb ft is delivered at 5500rpm. The engine, longitudinally mounted behind the occupants, drives as before through a seven-speed dual-clutch automatic gearbox mounted end-on to the engine, but McLaren says further refinement of its control software brings smoother gearchanges at low speeds and faster, sharper shifts at higher speeds. The launch control has also been improved, and as before, there are three driving modes — Comfort, Sport and Track — that govern both engine and dynamics. The chassis weight savings, allied to other reductions in mass, including 2kg from the brakes, 3kg from the electrics and 1.5kg from the airboxes, contribute as much to the 720S’s enhanced performance as its 11% power increase. The power-to-weight ratio is now 553bhp per tonne (up 15%) and, according to McLaren, beats the best in the segment. As a result, McLaren claims a “crushing” 0-60mph time of just 2.8sec, 0-124mph in 7.8sec and a top speed of 212mph. The 720S will also dispatch a standing quarter-mile in 10.3sec, representing a blistering performance for a pure road car. To accompany the performance, the 720S has a carefully engineered engine note which can be further enhanced with an optional, louder, sports exhaust system. Despite its performance potential, McLaren is adamant that its new car is as easily handled by ordinary drivers as it is by experts, with throttle response calibrated to provide “the optimum blend of immediate reaction and progressive comfort”. Although only five years old, McLaren’s all-independent system of front and rear double wishbones has been completely re-engineered, both to allow wheel geometry changes and, thanks to a redesign of the uprights and wishbones, to cut unsprung mass by 16kg. The 720S has an updated version of the Proactive chassis control electronics used by the 650S. The system features hydraulically interlinked dampers at each corner that remove the need for anti-roll bars, but the big improvement for the 720S’s system, which is dubbed PCCII, results from new software developed during a six-year collaboration with the University of Cambridge and using sophisticated information gathered by 12 new sensors and accelerometers. The result is even better contact between the tyres and the road surface. The system can assess conditions and adjust the suspension every five milliseconds. It also includes a Variable Drift function, which allows you to slide the car without losing control, and McLaren Brake Steer, pioneered in F1, which enhances agility in corners and traction out of them by braking separate wheels. McLaren engineers have retained electro-hydraulic steering for the 720S, despite rivals’ adoption of electric only systems, because they still feel it gives superior “clarity of feel”. Brakes are large, ventilated carbon-ceramic discs and the tyres are specially developed Pirelli P Zeros, 245/35 ZR19s at the front (up from the 650S’s 235s) and 305/30 ZR20s at the rear. McLaren claims a 6% increase in mechanical grip, which is about the same advantage as fitting track-focused Pirelli Corsas to a 650S. Although the 720S closely follows the outgoing 650S in its major dimensions, there are differences between them. The thin pillars, the depth of the windscreen and the all-round glass give a commanding view to all points that modern supercar drivers will find surprising. The redesigned interior surfaces have been ‘pushed away’ from the occupants as much as possible, to further enhance the feeling of space. Unlock the door and various instrument and courtesy lights go through a welcome sequence as the mirrors unfold. Opening the door also triggers an elaborate sequence on the upright TFT screen which changes its configuration according to driving mode. The driver can also ‘declutter’ the instruments, for example when on a track, via a special Slim mode. There’s a central 8.0in infotainment screen on the centre console, with ventilation settings carried along the bottom. The layout of switches, most of which are machined from aluminium, is simple. Standard cabin trim and seats are plush but, as with previous models, colour and trim material upgrades are available.  McLaren has already begun taking orders, with the first cars due to be delivered in May. The entry price in the UK was £207,900. All 400 units of the Launch Edition version were sold even before the general public saw the car though many of these then hit the pre-owned market quite quickly, traded in once owners could take delivery of a car in the spec that they really wanted. McLaren’s goal is to sell around 1200 – 1500 720S models a year.

MERCEDES-BENZ

It is quite sobering to realise that the W201 is now almost a 40 year old design. Mercedes spent over £600 million researching and developing the 190 and subsequently said it was ‘massively over-engineered’. It marked a new venture for Mercedes-Benz, finally giving it a new smaller model to compete with the likes of the BMW 3 Series. The W201-based 190 was introduced in November 1982, and was sold in right-hand drive for the UK market from September 1983. Local red tape in Bremen (which produced commercial vehicles at the time) prevented Daimler-Benz from building the 190 there, so production was started in Sindelfingen at a capacity of just 140,000 units per year. Eventually after just the first year, Bremen was cleared for production of the 190, replacing its commercial vehicle lines, and there the 190 was built with the first running modifications since release. Initially there were just two models, the 190 and 190 E. Each was fitted with an M102 1,997 cc displacement engine. The 190 was fitted with an M102.921 90 hp engine and the 190 E fitted with an M102.962 122 hp engine. In September 1983, the 190 E 2.3 (2,299 cc) was released for the North American market only (although a 190 E 2.3 appeared in other countries later), fitted with a 113 hp M102.961 engine. This reduction in power was due to the emissions standards in the North American market at the time. The intake manifold, camshaft, and fuel injection system were refined in 1984, and the engine produced 122 hp. The carburettor 190 was revised in 1984 as well, increasing its horsepower rating to 105 hp. 1984 also saw the arrival of the 2.3-16 “Cosworth.” In 1985, the 190 E 2.3 now came fitted with the M102.985 engine, producing 130 hp until it was revised in 1987 to use Bosch KE3-Jetronic Injection, a different ignition system, and a higher compression ratio, producing 136 hp. 1987 marked the arrival of the first inline-six equipped 190, the 190 E 2.6. Fitted with the M103.940 engine, the 190 E 2.6 provided 160 hp with a catalyst and 164 hp without. In the North American market, the 190 E 2.6 was sold until 1993, the end of the W201 chassis’s production. From 1992-1993 the 2.6 was available as a special “Sportline” model, with an upgraded suspension and interior. The 190 E 2.3 was sold until 1988, then went on a brief hiatus until it was sold again from 1991 until 1993. The W201 190 D is known for its extreme reliability and ruggedness with many examples doing more than 500,000 miles without any major work. The 190 D was available in three different engines. The 2.0 was the baseline, and was never marketed in North America. The 2.2, with the same power as the 2.0, was introduced in September 1983. It was only available in model years 1984 and 1985, and only in the USA and Canada. The 2.5 was available in the late 80’s and early 90’s. The 2.5 Turbo, while sold in mainland Europe, but not the UK for many years, was available to American buyers only in 1987 and is now somewhat of a collectors item. The exterior of the 2.5 Turbo is different from other models in that it has fender vents in the front passenger side wing for the turbo to breathe. Although the early cars were very basic and not very powerful, they sold strongly, and things only got better as the model evolved, with the result that over 1.8 million had been produced by the time the W202 model arrived in 2002 to replace it.

Also here was a W126-generation S Class. The saloon model premiered in September 1979 at the Frankfurt IAA Show, with sales starting in Europe in March 1980 and October 1980 for the UK. Following the debut of the 1970s generation W116 (which also included the limited-production Mercedes-Benz 450 SEL 6.9), Mercedes-Benz began plans for the next-generation S-Class model in October 1973. Codenamed “project W126,” the project aimed to provide an improved ride, better handling, and improved fuel efficiency, to help retain the model’s marketing position. Mercedes-Benz made fuel efficiency a goal (named “Energy Program”), in the large V8 engined versions of the S-Class. The W126 design team, led by Mercedes-Benz’s Bruno Sacco, sought to produce a car that was more aerodynamic than the previous model. The application of lighter materials and alloys combined with thorough wind tunnel testing to reduce overall drag meant the car consumed about 10% less fuel than its predecessor. The W126 featured the first seatbelt pretensioners. After six years of development, the W126 was introduced at the Internationale Automobil-Ausstellung (International Motor Show, or IAA) in Frankfurt on September 1979. The initial rsnge featured seven models in standard (S S-KLasse-Vergaser, SE S-Klasse-Einspritzmotor, SD S-Klasse-Diesel) and long (SEL, SDL) wheelbase sedan body styles: the 280 S/SE/SEL, 380 SE/SEL, 500 SE/SEL and 300 SD. The long-wheelbase (SEL) variants were internally codenamed V126. In 1981, the coupé version C126 (SEC, acronym for S-Klasse-Einspritzmotor-Coupé) of the W126 S-Class premiered at the IAA with the 500 SEC model. In 1981, Wheels Magazine selected the W126 model 380 SE as its Car of the Year. Although the top of range Mercedes-Benz 450 SEL 6.9 of the previous generation was not directly replaced, the W126 carried forward the hydropneumatic suspension of the 6.9 as an option on the 500 SEL and later on 420 SEL and 560 SEL models. Four years after the introduction of the fuel-efficiency “Energieskonzept” (Energy Concept) in 1981, the model range was extensively revised. In September 1985, again at the IAA in Frankfurt, the revised model range was introduced. Apart from visual changes to the bumpers, side covers and larger 15-inch wheels with a new design on the hubcaps and alloys (optional), there where technical upgrades as well as revised engines available. A new generation of inline-six petrol and diesel engines and new 4.2- and 5.5-litre V8s were added, and other engines were revised. The W126 generation was replaced by the W140 in 1991. Over the twelve years,1979-1991, W126 S-Class production reached 892,123 — including 818,063 sedans and 74,060 coupés.

Representing the AMG versions of the brand were this C63 Estate from the W204 generation and the still current AMG GT sports car.

MINI

In 1969, now under the ownership of British Leyland, the Mini was given a facelift by stylist Roy Haynes, who had previously worked for Ford. The restyled version was called the Mini Clubman, and had a squarer frontal look, using the same indicator/sidelight assembly as the Austin Maxi. The Mini Clubman was intended to replace the upmarket Riley and Wolseley versions, and a new model, dubbed the 1275 GT, was slated as the replacement for the 998 cc Mini Cooper, the 1,275 cc Mini Cooper S continuing alongside the 1275 GT until 1971. The Clubman Estate replaced the Countryman and Traveller. The original “round-front” design remained in production alongside the Clubman and 1275 GT. Production of the Clubman and 1275 GT got off to a slow start because the cars incorporated “lots of production changes” including the relocation of tooling from Cowley to the Longbridge plant: so very few cars were handed over to customers before the early months of 1970. Early domestic market Clubmans were still delivered on cross-ply tyres despite the fact that by 1970 radials had become the norm for the car’s mainstream competitors. By 1973 new Minis were, by default, being shipped with radial tyres, though cross-plies could be specified by special order, giving British buyers a price saving of £8. The most significant update after this came in 1976, when the engine was upgraded to the 110cc A Series unit, cloth seat trim was made standard and the wiper functions were moved to a column stalk. The stick on “wood” trim was replaced by painted coachlines at this time. The Clubman models were deleted in 1980, effectively replaced by the Metro, and they are relatively rare these days. The 1275 GT is often incorrectly described as the “Mini Clubman 1275 GT”. The official name was always just the “Mini 1275 GT”, and it was a separate, distinct model from the Clubman (although it shared the same frontal treatment as the Mini Clubman, and was launched at the same time). It had the 1275cc A Series unit and a 4 speed gearbox, as well as larger wheels. It was also deleted in the autumn of 1980. Although moderately popular when new, it is now seen as something of a poor substitute for the Cooper models, and the survival rate is pretty low, so you don’t see them that often.

The Mini Coupé and Mini Roadster are two-seater sports cars that were engineered and manufactured by Mini between 2011 and 2015. The hardtop Coupé was unveiled in June 2011 and formally launched at the Frankfurt Motor Show in September 2011. Production was shown in the 2011 documentary Megafactories. It is the first two-seater Mini. It was joined by a convertible version called Mini Roadster in 2012, following its showing as a concept car in 2009. The Coupé is known by the internal code R58 and the Roadster by code R59. The Mini Roadster is the convertible version of the Coupé and was first shown at the Frankfurt Motor Show in September 2009 as a concept, and formally launched at the Detroit North American International Auto Show in January 2012. The range of models and engines mirrors the Mini Coupé with a range of 1.6 L petrol engines in various levels of power and a 2.0 L diesel engine offered in some markets. Depending on the market, the soft top is either manually or electrically operated. The electrically operated top required the driver to unlock it and then could be opened using a toggle switch above the rear view mirror. Once fully open the top would sit flat behind the driver, a significant change from the R57 Convertible, which stowed the convertible top within view above the “boot.” The convertible top included a rear window but did not include a window behind the driver’s door. The soft top was only available in black. In February 2015 Mini announced the end of production for both models.

MITSUBISHI

Mitsubishi launched the second generation Mirage to Japan in 1983, again splitting the range into Mirage (three- and five-door hatchback, plus four-door sedan) and Lancer Fiore (four-door sedan) models. A station wagon version of the Mirage was added in 1985, with a four-wheel drive wagon available from the fall of 1986 with the 1.8-liter gasoline engine. Many export markets sold the hatchbacks as Mirage or Colt, with the sedan and wagon commonly badged Lancer. This wagon model went on to become very popular in both the commercial and private sectors overseas as well as in Japan. C10-series chassis numbers denote front-wheel-drive models, while C30-series numbers are for four-wheel-drive versions (only station wagons). Uprated engines were deployed into the series; 1.3- and 1.5-litre Orion gasoline engines replaced the previous 1.2- and 1.4-liter Orion units. Mitsubishi also released variants fitted with the 1.6 and 1.8-litre Sirius gasoline powerplants, and for the first time a 1.8-litre Sirius diesel was added. The 1.6-litre Sirius engine also included a turbocharged variant with between 105 PS and 125 PS, featuring the latest in computer control engine technology including electronic fuel injection. Power differed for cars with catalyzers, or for markets with lower octane fuel. Some European markets received a smaller 1.2-liter “tax special” as well, with 55 PS.  The car received a very mild facelift in early 1986, along with some new engine options for the Japanese domestic market. This included a fuel-injected version of a new 1.5-liter engine from the Saturn family, the G31B. The transmissions were updated at the same time. In October 1986, the sedans and hatchbacks were rebadged “Mirage NOW” for the Japanese market. The change included better equipment and a revised lineup, going from the basic XF via the better equipped XL to the mildly sporty X1 X on top. The X1 X featured an Italvolanti steering wheel and alloy wheels by Porsche Design. Also new was the competitively priced and comprehensively equipped Marion version, only available in the three-door body with the 1.3-liter engine, aimed specifically at young female buyers. Meanwhile, the Van received additional safety equipment such as a laminated front windshield and ELR belts, while the 1500 CX Wagon gained power steering and bronze window tint.  The Wagon and Van versions were kept in production with some minor updates until 1991, as there was no station wagon of the third generation Mirage and Lancer. The diesel engine remained the 1.8-liter 4D65 (also available with four-wheel drive) while the petrol 4G13 and 4G15 were updated with the same new twelve-valve heads as were used on the third generation Mirage beginning in 1989. Power outputs climbed by 12 horsepower for both petrol versions, to 79 and 85 PS in Japanese trim. The Mirage was available in Europe as the Colt in 1200 L, EL, and GL trims (mostly three-door models only, but a five-door GL was sold in some markets), as the 1300 GL three- and five-door, 1500 GLX three- and five-door, and as the 1800 L/EL/GL (diesel) three- or five-door. The Lancer sedan was available in the same trim levels as the hatchback model (including the 1200 engine), while the wagon versions were available as 1500 GLX and 1800 GL diesel only. The three-door Colt Turbo was also sold in Europe, with the 125 PS 1.6-litre ECI engine. The Colt Turbo fared badly in competition with its European GTi-class competitors, with period testers criticizing Mitsubishi for not doing much more than adding a turbocharger, spoilers, and fat tires. It was not a thorough engineering job and the car was not able to fully handle the ample power made available. Some markets also received the 4WD Wagon with the larger 1.8-litre engine, although the diesel-powered 4WD remained available to Japanese customers only. Versions equipped with catalytic converters first became available in Europe in 1985, at the same time as the wagon was introduced. The two-seater commercial type was sold in the Netherlands simply as the “Mitsubishi Wagon”, whereas the better equipped passenger version was called the Lancer Station Wagon. The second generation Mirage hatchback was replaced in October 1987; the sedans were replaced in January 1988.

This is a Lancer Evo VI, of the type which was produced between January 1999 and February 2001. Based on the Lancer saloon, the Evo kept pace with changes to that model, so the Evo IV, seen in 1996 had been a new model compared to the first three Evo generations. Evo IV, V and VI were all broadly similar with detailed changes coming with each new iteration. The Evolution VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp. Yet another special edition Evolution VI was released in December 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen who had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mäkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short. There were two “standard” models. The  RS – “rally sport” had a close-ratio 5-speed, minimal interior, rally suspension, Rear 1.5 Way LSD as opposed to AYC, (Shortened close-ratio 5-speed transmission, Optional Enkei Wheels, Optional Recaro Seats, Optional Air Conditioner, Optional Brembo brakes, Optional power windows). The GSR came with a 5-speed, gauge pack, AYC (Active Yaw Control), Anti-Lock Braking System, Recaro front bucket and rear seat, auto air-conditioner, double-din audio, power windows, Brembo brakes. The Tommi Mäkinen Edition Models also came in RS and GSR guise. The RS was the same as the standard RS with close-ratio 5-speed, lowered ride height, Tommi Mäkinen Edition front bumper, and titanium turbine (same option with standard RS) and the GSR was the same as the standard GSR with lowered ride height, Tommi Mäkinen Edition front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels and titanium turbine. These cars were fearsomely expensive to run, and as such, you don’t see them very often any more.

MORGAN

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

NISSAN

The R32 generation Skyline debuted in 1989 and  was available as either a 2-door coupe or 4-door hardtop sedan, all previous bodystyles were dropped. The R32 featured several versions of the RB-series straight-6 engines, which had improved heads (the twelve port inlet was gone) and used the ECCS (Electronically Concentrated Control System) injection system. Also available was an 1,800 cc 4-cylinder GXi model. Most models had HICAS four-wheel steering, with the rear wheels being hydraulically linked to the front steering. The 2.5-litre GTS-25 became one of the first Japanese production cars to feature a 5-speed automatic transmission. The GTS-t came in standard and Type M configurations, with the Type M having larger five-stud 16-inch wheels, four piston front callipers and twin piston rears plus other minor differences. ABS was optional (except for the GT-R and GTS-4), mechanical LSD was standard on the GTR and viscous LSD was standard on all turbo models and optional on all but the GXi. Nissan also produced 100 Australian models of the R32. In addition, there was a 4WD version of the GTS-t Type M, called the GTS-4. This generation was considered a “compact” under Japanese legislation that determined the amount of tax liability based on exterior dimensions. The smaller engines were offered so as to provide Japanese buyers the ability to choose which annual road tax obligation they were willing to pay. The station wagon bodystyle was discontinued, and replaced by the Nissan Stagea. 296,087 of these cars were sold in its five year production run.

Like its predecessor, the R33 GT-R was the most extreme version of a range of Skyline cars, which in R33 guise were launched in 1993 and would go on to be produced for 6 years.  The previous R32 model was a well proven build but the R32 wasn’t without faults and suffered with uplift and balance issues. Along with that, Nissan was as other Japanese companies were under strict restrictions on power gains. So Nissan had to combat all these areas so the sophisticated strength Programme was made. Nissan increased the width by about one inch on the R33 to the R32 and made it about 4 inches longer. This gave the R33 a longer wheelbase overall and lower stance mixed with new technology now from the computer aerodynamic age. Each line on the R33 was intended to give the car ultimate aerodynamics with wider gaps in the bumper and angles of air movement which allowed better cooling, in addition to the fuel tank lifted; the battery moved to the boot/trunk. Rigidity points were added mixed with improvements on the Attessa and Hicas all now offered the R33 with the best aerodynamics, balance, and handling. Nissan engineers also found other ways to reduce weight, even by a few grams. This includes: Hollowing out the side door beams. Using high tensile steel on body panels. Reduction in sound deadening materials. Super HICAS becoming electric. Hollowing out of rear stabiliser bar. Use of high tensile springs front and rear. Shrinking the ABS actuator. Light aluminium wheels with higher rigidity The front and rear axles were made of aluminium (as in the BNR32) but also so were engine mount insulators and brackets New plastics were used for : fuel tank, head lamps, super high strength “PP” bumpers, air cleaner, changing the headlining material, changing material of rear spoiler. All this put together meant we saw an improved time against the R32 of 21 seconds faster around the Nurburgring and 23 seconds faster in V spec trim. Still making the R33 the fastest skyline around the Nurburgring. The BCNR33 GT-R version also had the same RB26DETT engine that the BNR32 was equipped with, although torque had been improved, due to changes in the turbo compressor aerodynamics, turbo dump pipe, and intercooler. The turbo core changed from a sleeve bearing to a ball bearing, but the turbine itself remained ceramic, except on N1 turbos (steel turbine, sleeve bearing). From the R33 onward, all GT-Rs received Brembo brakes. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS four-wheel-drive system, and Super HICAS 4-wheel steering. A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp from a road-tuned version of Nissan’s Le Mans engine. A stronger six-speed Getrag gearbox was used. An R33 GT-R driven by Dirk Schoysman lapped the Nordschleife in less than 8 minutes. The Skyline GT-R R33 is reported to be the first production car to break 8 minutes, at 7 minutes and 59 seconds. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32. The R33 saw victory in the JGTC GT500 dominating the class and taking victory each year until its final racing year in which it was finally beaten by the Mclaren F1 GTR. The R33 saw huge favour in the tuning world with it being a popular model on the Wangan and top tuning companies building heavily tuned version from Top Secret ran by Smokey Nagata to Jun etc. and later by companies like Sumo. HKS GT-R would hold a drag series record for several years in there drag series making a record win of 7.671-second pass at Sendai Hi-Land Raceway with Tetsuya Kawasaki behind the wheel and taking it to be the World’s fastest AWD car.

First of a couple of Japanese cars present that I did not immediately recognise was this C35 generation Laurel. The eighth and last generation Laurel debuted in June 1997. The number of available models was further reduced; the models had a DOHC two-liter engine, a 2.5 L six, or a 2.8 L diesel six. In late 2002 Laurel production was ended. The competitors were the Toyota Cresta and the Honda Inspire. In this generation, no manual transmission was offered anymore. It was unceremoniously replaced in 2003 by the Nissan Teana.

NOBLE

Follow on to the Noble M10, the M12 was a two-door, two-seat model, originally planned both as a coupe and as a convertible. All M12s were powered by modified bi-turbocharged Ford Duratec V6 engines. There was a full steel roll cage, steel frame, and G.R.P. (fibreglass) composite clam shell body parts. Although looking to be track derived, the M12 was street-legal, ready for both road and track. The M12 has no anti-roll bars on the car, allowing for a comfortable feel. The coupe evolved through four versions of Noble cars, with the 425 bhp M400 as the ultimate version of the M12, following the first 2.5 litre 310 bhp car, the 352 bhp 3 litre GTO-3 and the GTO-3R. The car was sold in the US, where it proved quite popular, with 220 GTO-3Rs and M400s sold there. US production rights were sold in February 2007 to 1G Racing from Ohio. Due to high demand of these cars, 1G Racing (now Rossion Automotive) released its own improved car based on the M400, named Rossion Q1. Another company which is also producing a model developed from the M12 is Salica Cars 1 with their Salica GT and Salica GTR.

OPEL

The second car to use the Manta name was launched in August 1975. This two-door “three-box” car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more “sporty” styling, including a droop-snoot nose not seen on the Ascona, which was similar to the UK equivalent of the Ascona, the Cavalier Mk1. The Vauxhall equivalent of the Manta was the Cavalier Mk1 Sports Hatch and Cavalier Mk1 Coupe. Up until 1981, Vauxhall models were sold in continental Europe alongside Opel in 11 countries, resulting in the Vauxhall Cavalier Mk1 Sports Hatch and Coupe, as well as the saloon equivalent of the Ascona B, competing against each other. Engines were available ranging from the small 1.2-litre OHV engine, the 1.6-litre CIH and the 1.9-litre CIH. Also in 1976, the GT/E engine from the Manta A series was adapted into the Manta B programme spawning the GT/E Manta B series. In 1979 the GT/E had the engine replaced with the new 2.0-litre CIH and Bosch L-Jetronic injection system. Power output was now 108 bhp. The 1.9-litre engine gave way to the 2.0 litre S engine which was aspirated by a Varajet II carburettor. This engine was the most used engine by Opel at the time, and was to be found in several Opel Rekord cars as well. Opel also offered a dealer-installed tuning kit for the fuel-injected engine, promising at least 123 bhp thanks to a modified camshaft, valve lifters, and exhaust system. The B series Manta had 165R13 tyres on 5″ wide or 185/70R13 tyres on 5.5″ or 6″ wide 13″ wheels. In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant. Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille. Also the 1.2-, 1.6- and 1.9-litre engines were discontinued and replaced by the 1.3-litre OHC engine, the 1.8-litre OHC and the 2.0-litre S and E CIH engines (although the 75 PS 1.9N continued to be available in a few markets). The GT/E was renamed and was called the GSi from 1983 (except in the UK where the GT/E name continued). Manta GSi had 195/60R14 tyres on 6″ wide 14″ aluminium wheels. Production of the Manta continued well after the equivalent Ascona and Cavalier were replaced by a front-wheel-drive model “Ascona C”. The Vauxhall Cavalier Mk1 Sports Hatch and Coupe did not continue past 1981, and there were no coupe versions in the MK2 Cavalier range. In 1982 the 1.8-litre Opel Family II engine from the Ascona C was fitted in the Manta B (replacing the CIH unit) making a more economical Manta B to drive. It could run 14 km per litre and use unleaded fuel. The 1.8 was very popular and was in production for 5 years (1982–1987). The 2.0S models where discontinued in 1984 and only the GSi was available with the “large” engine (GT/E in the UK). In 1986 Opel released the last Manta B model the Exclusive (1987 in the UK), giving it all of the best in equipment. Recaro seats with red cloth, grey leather like interior and the full bodypack known from the i200 models. This consisted of twin round headlights in a plastic cover, front spoiler and rear lower spoiler from Irmscher, sideskirts and the known 3 split rear spoiler of the Manta 400 (producing 80 kg (176 lb) of weight on the rear at 200 km/h). In the UK, the Exclusive GT/E models were available in colours such as Dolphin Grey with matching dark grey cloth seats with red piping. These also had the quad headlights, front spoiler but a rear bumper which housed the number plate, coupled with a black plastic strip between the rear light clusters. The rear spoiler was similar to the standard GT/E. Opel finally ceased the production of the Manta B in 1988, only producing the GSi version after 1986 (it was sold as the GT/E in the UK). Its successor, the Calibra – sold as a Vauxhall in Britain, and as an Opel everywhere else – was launched in 1989. General Motors had decided in 1986 to develop a direct replacement for the Manta, despite a dip in popularity for affordable coupes and sports cars (possibly due to the rising popularity of “hot hatchbacks” like the Volkswagen Golf GTI) which even resulted in Ford deciding not to directly replace the once hugely popular Capri on its demise that year. However, Japanese products like the Honda Prelude and Toyota Celica were enjoying a rise in popularity at this time, while Audi had done well in this sector since launching the Coupe/Quattro in 1980, and Volkswagen had also achieved strong sales of its second generation Scirocco (launched in 1981). Today, these cars are hard to find in an original, good condition; consequently the value has risen considerably over the last few years.

PEUGEOT

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

The Peugeot 405 is a large family car released by the French automaker Peugeot in July 1987, and which continues to be manufactured under licence outside France, having been discontinued in Europe in 1997. It was voted European Car of the Year for 1988 by the largest number of votes in the history of the contest. About 2.5 million vehicles have been sold worldwide, both in LHD and RHD, as a saloon and estate. In early 2020, the 33-year production run of the Peugeot 405 was counted as the twentieth most long-lived single generation car in history.” Its appearance is similar to the Alfa Romeo 164, launched the same year and also styled by Pininfarina. While the 405 shares its floorpan with the Citroën BX, it does not have that car’s hydropneumatic suspension except 4×4 version on the rear axle (SRix4, Mi16x4 and T16). As with the BX, the 405 used TU/XU petrol and XUD diesel engines. The 405 was the last Peugeot vehicle sold in the United States, on sale between 1988 and 1991, including the Mi16. The 405 has been available in LHD, and RHD versions, as a saloon and estate, in front wheel, and four wheel drive. No coupé model was ever offered to the public, unlike the 504 and later 406: only two examples of the purpose-built 405 Turbo 16 (not to be confused with 405 T16) were made. In July 1987, Peugeot unveiled ten versions of the 405 saloon simultaneously for the 1988 model year, with sales on the continent beginning in October 1987 and sales in the United Kingdom beginning in January 1988. It succeeded the long-running Peugeot 305, but also the Chrysler Alpine hatchback and Solara saloon which had been discontinued when the Talbot brand was axed a year earlier. The slightly smaller 305 was discontinued from the Peugeot range soon after the 405’s launch, with production of the larger 505 ending a few years later. Peugeot’s new range-topping model after 1989 was the larger 605. Estate sales began in May 1988, although the British market did not receive estate versions until October 1988. No coupé was ever offered to the public, unlike the 504 and later 406. Right hand drive versions being produced at the former plant of Rootes/Chrysler at Ryton near Coventry, and left hand drive production taking place at Sochaux in France. Four cylinder petrol engines ranging from 1.4 to 1.9 litres and 65 to 160 bhp  were available. In 1988, naturally aspirated (1.9) and turbocharged (1.8) diesel engines were added to the range. The 500,000th 405 was produced during 1989, followed by the one millionth 405 to leave the Sochaux factory in 1990. This was also when the BE1 transmission was replaced by the BE3. In 1991, there were updates to the dashboard, steering wheel, and soundproofing, but for 1992, the Phase II model arrived with a new boot with better ingress, new rear lights and boot design, and a new dashboard. 405 production had reached over 1,500,000 by this time.  The 405 was one of Europe’s best selling larger family cars, particularly in France and Britain. It was the eighth best selling car in Britain in 1992 and 1993. The 405 also became a popular model in Thailand, following the success of the Peugeot 505 after the Government of Thailand cancelled a restriction on CBU car imports in the late 1980s. The 405 range included three petrol engines and two diesel engines, all four cylinders, in a variety of states of tune and specification. The range was tailored to suit different export markets. The 1.6 litre saloon featured a low drag co efficient of Cd=0.29, with other models varying up to Cd=0.33. The 1,360 cc engine was fitted with a four-speed manual gearbox. It produces 70 bhp at 5,600 rpm. The 1,580 cc engine was fitted with a five speed manual gearbox and produced 92 hp at 6,000 rpm. The 1.9 litre engine was available with a five speed manual gearbox, with an option of an automatic in the lower powered version. The eight valve version of the 1905 cc engine was available in two levels of tune; 110 bhp or 125 bhp, with numbers varying somewhat depending on the year and the market. A 16-valve version was available with the Mi16 model and this produced 160 bhp at 6,500 rpm and could reach a top speed of 220 km/h (137 mph). The catalyzed version produces 148 bhp with a top speed of 214 km/h (133 mph). In 1992, the range was facelifted. While the changes were deep, including a modified bottom plate and chassis structure, the design was almost indistinguishable from the pre-facelift model. The windscreens were now bonded; all of these changes increased torsional rigidity considerably while still allowing a deeper opening for the bootlid of the sedan. The taillights were also redesigned and the trim piece between them removed, all in the image of the bigger 605. The interior was also redone, with an all new dashboard and door trim, inheriting many detail parts as well as the overall appearance from the 605. In April 1993, the T16 was introduced to celebrate the successes of the competition model, with a 2.0 litre 16 valve turbocharged XU10J4TE engine with water cooled chargecooler, constant four wheel drive with 53/47% power distribution and self regulating hydraulic rear axle. It was never built in a right hand drive model. The T16 produced 200 bhp at 1.1 bar (16 psi) (normal boost) or 220 bhp at 1.3 bar (19 psi) (overboost) which lasts for 45 seconds. 1,061 examples were built, 60 of them for the French Police. The diesel engine options included a 1,905 cc unit producing 70 hp at 4,600 rpm or a turbocharged 1,769 cc unit producing 90 hp. At launch in Britain in January 1988, the 405 was available with a choice 1.6, and 1.9 carbureted engines, and an injected 1.9. Both diesel and petrol engines were available at launch. Late 1988 saw the debut of the performance model, the Mi 16. Addition of the estate and a 1.8 litre turbo diesel. Late 1989: four wheel drive Mi16x4, GRiX4 were added. 1990: Update to dashboard. 1992: Updates to interior, 1.9s petrol engine replaced by a catalysed 2.0. 1994: power steering and remote central locking become standard on all models. Driver’s airbag added. 1995: Executive and Quasar models added. 1996: 405 saloon replaced by the 406. Estate revised and sold until replaced by the 406 estate in 1997. Other engines included 1.4, 1.6, and 1.8. Other styles included the GE, GL, GLx4, GLD, GLDT, GR, GTXi, GTXDT, Le Mans, LX, Mi, Style D, Style DT, Quasar, SRi, SRDT, STi, and STDT. In the autumn of 1995, the 405’s replacement, the 406 was introduced and the 405 saloon was discontinued. An airbag had been available on the 405 since 1994, and standard on the left hand drive Mi16 and T16. At the beginning of 1997, the estate version of the 406 was launched, marking the end of European 405 production after ten years.

Launched in September 1991, the 106 was Peugeot’s entry level offering throughout its production life, and was initially sold only as a three door hatchback, with a five door hatchback joining the range in the beginning of 1992. The “10” line of Peugeot superminis had commenced in 1972 with the launch of the 104, one of the first modern European superminis. The 104 was effectively replaced by the Peugeot 205 in 1983, but remained in production for some markets until 1988. There was no “105”. The 106 was introduced as a three door hatchback in continental Europe in September 1991, and two months later in the United Kingdom. The initial engine range had 1.0, 1.1 and 1.4 petrol engines, as well as a 1.5 diesel. The early 1.0 and 1.1s were carburetted, but were replaced with fuel injection after a year due to EC emissions requirements. The 106 was updated in July 1996, with changes including the introduction of side impact bars and availability of driver and passenger airbags for the first time, with the new 1.6 GTI joining the range as the spiritual successor to the hugely popular and highly regarded 205 GTI, which had been discontinued in 1994. In January 1996, the Peugeot 106 also formed the basis for the near identical looks and size Citroën Saxo. Marketed as having “fewer frills, more thrills”, the Rallye version had trademark steel wheels painted white. Power steering, central locking, and electric windows were omitted to keep the weight down to 825 kilograms. There were pre and post facelift versions of the 106 Rallye known to enthusiasts as S1 and S2 models, with the latter having a 103bhp 1.6 litre (TU5J2) engine in place of the original high revving Rallye specific 1.3 100bhp (TU2J2) engine fitted to pre facelift cars. Contrary to some sources, the S1 models did not share the same engine with the 205 Rallye and AX Sport, which used a carburettor TU24 engine. The dimensions of the aluminium S1 block resemble those of the 1.4 iron block with slightly lowered capacity to comply with the rules of the lower French rally classes at the time.(Under 1.300cc) The S1 (TU2J2)and S2 (TU5J2) were fuel injected, employing Magneti Marelli multi point fuel injection systems. The S1 Rallye were designed as a homologation special to compete in the 1300cc rally class. It featured a four cylinder, 8 valve, high compression engine with an aggressive cam profile designed to come ‘on song’ between 5400 and the 7200rpm redline. This engine coupled to a short ratio five speed gearbox made the 1.3 more of a sprinter than a cruiser. 70mph on the motorway was a noisy 4,000rpm in fifth gear, but given enough tarmac, the little 1.3 would redline in top gear at 115mph. The 106 was competitive in racing, but also made a practical small family car. All cars had steel wheels, and Rallye decals and seat coverings featuring a one or three colour flash, which again varied between early and late cars. With facelift came new top model named Peugeot 106 GTI with 1.6 litre 16 valves engine that produce 120hp. It came with new exterior body kit and new wheels. On some markets in Europe, it was badged S16 or Rallye. Production ceased in 2003. The 106’s successor, the Peugeot 107, along with rebadged versions, Citroën C1 and Toyota Aygo, was launched two years later in June 2005, as a joint venture with Toyota.

PORSCHE

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

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.

In February 2006, Porsche unveiled the second generation of GT3, the 997 commonly now known as the 997.1 GT3. In addition to a new 415 PS 3.6 litre flat-six engine, the vehicle featured “zero lift” aerodynamics, meaning the car creates only aerodynamic downforce and no grip-diminishing “lift” upwards and away from the road surface. The GT3 made use of a modified, track oriented version of Porsche’s active PASM suspension making it the first of Porsche’s RS or GT3 versions to feature an electronically adjustable suspension system. Also available was a navigation system and Porsche’s “sports chrono” gauge package. The car went to sale in summer of 2006. A total of 917 units were sold in the United States and 46 units in Canada. The 997 GT3 has a rated 0–60 mph acceleration time of 4.1 seconds and has a top speed of 311 km/h (193 mph). Road and Track was able to achieve a 0–60 mph acceleration time of 3.8 seconds. Porsche’s official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3 in 2006. In 2009, Porsche launched the 2nd Generation 997 GT3 (commonly known as the 997.2 GT3), with an enlarged 3.8 litre engine rated at 435 PS. It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in November the same year. A total of 654 units were sold in the United States and 58 units in Canada.

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

Porsche unveiled the facelifted 991.2 GT3 at the 2017 Geneva Motor Show. Extensive changes were made to the engine allowing for a 9,000 rpm redline from the 4.0 litre flat-six engine derived from Porsche 911 GT3 R and Cup racing cars. The engine has a power output of 500 PS (493 bhp) and 460 Nm (339 lb/ft) of torque. Porsche’s focus was on reducing internal friction to improve throttle response. Compared to the 991.1, the rear spoiler is 0.8 inch taller and located farther back to be more effective resulting in a 20% increase in downforce. There is a new front spoiler and changes to the rear suspension along with larger ram air ducts. The car generates 154 kg (340 lb) of downforce at top speed. The 991.2 GT3 brought back the choice between a manual transmission or a PDK dual clutch transmission. Performance figures include a 0-60 mph acceleration time of 3.8 seconds (3.2 seconds for the PDK version) and a quarter mile time of 11.6 seconds. The GT3 can attain a top speed of 319 km/h (198 mph).

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

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

Also here were a couple of examples of the all-electric Taycan.

RENAULT

The original Twingo was launched in April 1993, was sold in Europe’s LHD markets until August 2007, and received intermediate restylings in 1998, 2000 and 2004. Designed under the direction of Patrick Le Quément, Renault’s chief designer, the car derived a concept developed through the W60 project when Gaston Juchet was Renault’s chief designer. The project was aimed at replacing the Renault 4 with a minivan model. Le Quément chose a Jean-Pierre Ploué design to develop the production version. Le Quément stretched the original prototype and added an unconventional front end layout resembling a “smile”. The interior equipment was mounted on a central console to free space. Renault had participated in the 1981 to 1984 ‘Mono-Box’ ECO 2000 car project, along with PSA Peugeot Citroën and the French Government. The Twingo I’s electronic centrally mounted instrument panel had a speedometer, fuel gauge, clock, odometer, and trip recorder controlled via a stalk-located button. A strip of warning lights was located behind the steering wheel. The rear seat featured a sliding mechanism to enable either increased boot space or more rear-seat legroom. The boot parcel shelf was attached to the inside of the tailgate, and lifted with the tailgate – or could clip back against the rear window when not required. All engines were replaced with an 8 valve 1.15-litre 60 hp unit. A 16 valve 75 hp version was added in 2000. Manufactured at the Flins Renault Factory from the time of its launch until 28 June 2007, the Twingo I was also manufactured in Taiwan, Spain, Colombia and Uruguay from 1999 to 2002, remaining in production until 8 June 2012 in Colombia, by the Sofasa conglomerate, strictly for the South American market. In April 1993, the Twingo launched with only one trim level, and four exterior colours: coral red, Indian yellow, coriander green, and ultramarine blue. The car retailed at a price of 55,000FF (approximately €8,400). In June 1994, new exterior colours were introduced along with minor interior changes, as well as optional electric windows and mirrors, and locks with remote keyless entry. Four months later, the Twingo Easy model was launched, with an automated manual gearbox. In September 1995, the first of many special Twingo editions launched, while inbuilt airbags become optional. In July 1996, a new 1149 cc engine (from the Clio) was fitted to replace the previous engine from the Renault 5. Alongside the new engine came the Twingo Matic model, equipped with a 3-speed automatic gearbox. Also, various improvements were made including the addition of a third brake light. Two years later, the Twingo underwent its first major restyling revisions to the interior and dashboard. The front and rear lights were revised, and front orange indicator lights were merged into the headlamp housing. The front of the car is reinforced for added safety in a frontal impact. Two months later, the top of the range Twingo Initiale model launched. In September 2000, the Twingo underwent its second major restyling. Additions included larger 14″ wheels, revised door trims with larger door pockets, a black trunk opener lever (instead of shiny silver), and cup holders in front of the gearstick. December 2000, a new 1.2-litre 16v engine launched, with 75 bhp. In April 2001, a new automated manual gearbox launched, called Quickshift. Additional revisions followed in September 2002, including new interior trims and wheel covers. In Japan, Renault was formerly licensed by Yanase Co., Ltd., but in 1999, Renault purchased a stake in Japanese auto-maker Nissan after Nissan had faced financial troubles following the collapse of the Japanese asset price bubble in 1991 and subsequent Lost Decade. As a result of Renault’s purchase of interest, Yanase cancelled its licensing contract with Renault in the spring of 2000, and Nissan Motor Co., Ltd took over as the sole licensee, hence sales of the Twingo I in Japan were transferred from Yanase Store locations to Nissan Red Stage Store locations. September 2004 marked the third major Twingo revision. The Renault logo was fitted to the boot lid, side rubbing strips were added and a new range of exterior colours launched. On 28 June 2007, Twingo I production ended in France, being replaced by the Twingo II. On 30 June 2007 2,478,648 units from the Twingo I were produced. The Renault Twingo I production went on into Colombia until 8 June 2012. In total there were over 2.6 million units of the first-generation Twingo produced.

Viewed as a modern classic these days, there was an Avantime here. Designed and manufactured by Matra, between 2001 and 2003, this one-box design without B-pillars was styled by Patrick Le Quément and was supposed to combine the space of an estate with the style of a 2+2 coupé. It was conceived by Philippe Guédon, head of the automotive division at Matra, who “believed that the children of Espace owners remained loyal to the car even after they had grown up and left home. As a result, the renowned estate was gaining a generation of new drivers.” It used the Espace as a base, which imposed some constraints, such as the central instrument display, but the marketeers turned that into something they called a part of the innovative character of the whole vehicle. The one-box design eliminated B-pillars and featured an aluminium structure, aluminium panels for the greenhouse and a full sunroof of strengthened heat-reflecting glass. The interior featured four seats each with built-in seatbelts and Bridge of Weir leather. To facilitate access to the rear seats, two long doors featured a double parallel-opening hinge system (marketed as “double-kinematic”) that maximized access with minimal outswing of the doors. Front side windows lowered automatically when either of the front seats folded forward to further facilitate entry to the rear two seats. Windows featured power-deployable sunshades, and the H-points of the rear two seats were higher than the forward two seats, giving the Avantime “theatre seating.” The luggage compartment featured a retaining system using retractable straps, and all Avantimes featured a two-tone look created by the exposed aluminium of the greenhouse. The windows and panoramic sunroof could open automatically via a single, headliner mounted control, to give the Avantime an ‘open air’ mode. The Avantime was first shown in February 1999 in concept form at a press launch in the Louvre, and one month later to the public at the Geneva Auto Show — where it was referred to as a “Coupéspace” — and went into production two years later, after the subsequent engineering of the pillarless roof to meet safety standards. The Avantime’s sales were poor. The car’s fortunes were not helped by the introduction of the Renault Vel Satis (another large, upmarket Renault) around the same time. When Matra decided to pull out of the automotive production business in 2003 (partly as a result of the financial loss incurred by the poor sales of the Avantime), Renault chose to discontinue the Avantime rather than move its production elsewhere. 8,557 were built from 2001 to 2003.

ROVER

Rover announced a V8 model at the Geneva Motor Show in 2004. This was the second iteration of the modified rear-wheel-drive platform developed by MG Rover. The car also featured a revised grille. It was the first V8 engine Rover since the demise of the Rover SD1 in 1986. The car was extensively re-engineered for Ford’s 4.6 litre Modular V8 (which was also used in the Ford F-Series) and a rear drive configuration, including a stiffened tunnel in the body structure. The cars were built on the standard production line, removed to allow the necessary structural modifications and returned for final trim. Just under 900 were produced in both saloon and Tourer body styles, carrying either Rover 75 or MG ZT trim. Other features included non-standard heating and ventilation, revised brakes and suspension, quad exhaust pipes, special badging, and a larger grille following the 2004 facelift. Very few were sold

SMART

The Smart Roadster and Roadster Coupé were introduced in 2003, based on a stretched platform of the Fortwo with a full length of 3427 mm. The two variants are meant to be reminiscent of the British roadster of yore, such as the Triumph Spitfire or the MG B. Both the Roadster and Roadster Coupé are available with a removable Targa roof or an electrical softtop. The Roadster is powered by 61 or 82 PS versions of the turbocharged 698cc 3-cylinder Suprex engine in the rear, which is engineered by Mercedes-Benz. The Roadster Coupé has only the more powerful 80 bhp engine. A steering wheel with Formula 1-style paddle-shifters, to control the single-clutch automated manual transmission, is optional. Weighing as little as 790 kg (1,742 lb), the Roadster is intended to provide the emotion of driving a sports car at an affordable cost. Both the Roadster and Roadster Coupé are available in Brabus-tuned versions with power increased to 99 bhp. The Brabus versions have a different twin sports exhaust, lower suspension, polished six-spoke aluminum alloy Monoblock VI 17″ wheels (205/40 ZR17 at the front and 225/35 ZR17 at the rear), front spoiler, side skirts and radiator grille. Exclusive Brabus (Xclusive) interior includes a leather-trimmed dashboard, alloy-effect accent parts, instrument graphics, leather/aluminium gearshift with Brabus labelled starter button, aluminium handbrake handle (which fouls the central armrest), aluminium pedals and Brabus labeled floor mats. The Brabus version also features stronger clamping of the clutch plates and a faster gearchange. The Monoblock wheels are known to be very soft and as a result, are very easy to buckle. The lacquer on these wheels is also very poor, and corrosion can occur very early in the life of the wheel. Despite a projected break-even of only 8-10,000 units per year, first-year sales almost doubled this estimate. However, some Smart Roadsters leaked and production ceased due to the warranty work and other costs reaching an average of €3000 per vehicle. While a critical success, the Smart Roadster was, due to these costs, an economic failure for the company. Influential British motoring television show and magazine Top Gear praised the Roadster, awarding it Fun Car Of The Year for 2005. 43,091 Roadsters were built and put on the shop fronts, with chassis numbers ranging from 00,001 to around 43,400.

STUDEBAKER

All is not quite what it might seem with this 1950 Studebaker Pickup as under the slightly shabby exterior lies something of a resto-mod transformation, with a modern GM LS3 6.2 block and custom built SS exhaust system and there is BMW E46 M3 suspension. That ought to make it quite a different proposition compared to how it left the factory.

SUBARU

This is an Impreza WRX STi from the first generation of the Impreza family. There have been seven noted versions of the WRX dating back from Subaru’s original World Rally Cross staging vehicles. Subaru adopted the name “WRX” to stand for “World Rally eXperimental” as all WRX versions (1992 to present) feature rally inspired technology, including all wheel drive, stiffened suspensions and turbocharged four cylinder engines. The STi versions were marketed with consecutive numbers. Another way to determine the version of a WRX was to look at the chassis code. All WRX sold between 1992 and 2000 have the beginning chassis code of GC8 2/4 door sedan or GF8 hatchback; this is followed by a letter from A to G. Coupe versions share the “GC” code with sedans, except in the US, where they have a separate chassis code of “GM”. In 1994, Subaru introduced Subaru Tecnica International (STi badged) versions of the WRX in Japan. These models were upgraded from the standard WRX in many categories, including blueprinted performance-tuned engines, transmissions, and suspensions. The STi versions of the WRX were immensely successful in rallies and popular among street racers but were only sold in the Japanese market. Compared to the WRX, the STi had mostly mechanical modifications. (STi prepped Subaru rally cars since 1988 including the Legacy RS, the WRX STi Version was just the first car with an actual STi badge, though with handcrafted tuning). The WRX debuted in November 1992 with 240 PS. The centre differential was a viscous coupling type, the rear limited slip differential was a viscous type. The WRX Type RA is a stripped down version of the WRX that was available in the Japanese market for people to purchase for motorsports and tuning. Targeted for race and rally, the RA versions were generally lighter in weight; featuring reduced soundproofing, manual windows, car horn delete, no air conditioning, no anti-lock brakes, and added racing features such as more robust engines, 5th injection, intercooler water spray and shorter gearing. The WRX Type RA uses a closer ratio gearbox and a three-spoke leather steering wheel from Nardi. The ra model chassis code between GC8-(000000 to 005000) are only sold to the race team by order. Close ratio transmission is anticipated race use, the gap between each gear is brought closer together and a specific close ratio transmission is used. In Europe, the WRX was introduced as the Impreza GT, and as the Impreza Turbo 2000 (UK). It came with 208 hp. A bewildering array of different versions would follow until the release of the second generation Impreza in 2000.

Subaru introduced the “New Age” Impreza, the second generation car, to Japan in August 2000, and it arrived in Europe towards the end of that year. Larger in size compared to the previous iteration, the sedan increased its width by 40 millimetres (1.6 in), while the wagon notably increased by just 5 millimetres (0.2 in)—placing the two variants in different Japanese classification categories. The coupe body style from the first generation did not reappear for the new series, and the off-road appearance package that included contrasting-coloured bumpers did carry over forward. Marketed as a separate model line, this North America-only variant was, as before, badged the Outback Sport. Naturally aspirated flat-four (boxer) engines comprised the 1.5-litre EJ15, the 1.6-litre EJ16, the 2.0-litre EJ20, and the 2.5-litre EJ25. Turbocharged versions of the 2.0- and 2.5-litre engines were offered in the WRX and WRX STI models. STI models featured a more powerful 2.0-litre (2.5-litre outside of the Japanese market) turbocharged engine. WRX models featured a 2.0-litre turbocharged boxer engine until 2005, after which they switched to the 2.5-litre turbocharged engine. As with the first generation, the turbocharged STI variants were available in numerous specifications with a myriad of limited edition variants sold. The bug-eyed styling was not well received, and Subaru had two further attempts at the front end, neither of which was entirely successful, either, but enthusiasts were happy to overlook the gawky looks because the way the car drove. Subaru issued yearly updates to the STI, tweaking cosmetics and equipment levels, and also improving performance and handling. The car was replaced in 2007 by the third generation Impreza, widely regarded as inferior in many ways to this version.

TOYOTA

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

The AE86 series of the Toyota Corolla Levin and Toyota Sprinter Trueno are small, front-engine/rear-wheel-drive models within the front-engine/front-wheel-drive fifth generation Corolla (E80) range—marketed by Toyota from 1983 to 1987 in coupé and liftback configurations. Lending themselves to racing, the cars were light, affordable, easily modifiable and combined a five-speed manual transmission, optional limited slip differential, MacPherson strut front suspension, high revving (7800 rpm), twin-cam engine with oil cooler (e.g., in the US), near 50/50 front/rear weight balance, and importantly, a front-engine/rear-drive layout—at a time when this configuration was waning industry-wide. The nameplate Trueno derives from the Spanish word for thunder, and Levin derives from the Middle English for lightning. In Japan, the Sprinter Trueno was exclusive to Toyota Japan dealerships called Toyota Auto Store, while the Corolla Levin was exclusive to Toyota Corolla Store. The name AE86 derives from Toyota’s internal code during the car’s development, designating the 1600 cc RWD model from the fifth generation of the Corolla. In Toyota’s code language, the “A” designates the car’s engine (4A series), “E” designates Corolla, “8” designates fifth generation (E80 series) and “6” designates the variant within this generation. The AE86 is also called the “Hachi-Roku (ハチロク)”, Japanese for “eight-six”. Similarly the AE85 was commonly called “Hachi-Go (ハチゴー)”, meaning “eight-five”. Bracketing a minor external facelift, models marketed between 1983 and 1985 are called “zenki” (前期, lit. early period), and those marketed from 1986 to 1987 are called “kouki” (後期, lit. latter period). In 1986, Toyota marketed a limited edition model of the AE86 as the “Black Limited” model. The Levin and Trueno featured fixed-headlights and retractable headlights respectively, with both available as hatchback or coupé. The export model name Corolla applies to both variations. The AE86 (along with the lower spec 1,452 cc AE85 and 1,587 cc SR5 versions) was rear wheel drive, built on the rear wheel drive E70 Corolla platform (same wheelbase length, interchangeable parts, etc.), unlike the front wheel drive E80 models in the same range. Widely popular for Showroom Stock, Group A, and Group N, Rally and Club racing, the cars’ inherent qualities also earned the AE86 an early and enduring international prominence in the motorsport discipline of drifting. The AE86 was featured centrally in the popular, long-running Japanese manga and anime series titled Initial D (1995–2013)—as the main character’s drift and tofu delivery car. In 2015, Road & Track called the AE86 “a cult icon, inextricably interwoven with the earliest days of drifting.” The AE86 would go on to inspire the Toyota GT86 a 2+2 sports car jointly developed by Toyota and Subaru, manufactured by Subaru—and marketed also as the Toyota GT86, Toyota FT86, Scion FR-S and Subaru BRZ. In November 2021, Toyota temporarily restarted the production of a limited number of parts for the AE86, with dealers beginning to take orders for new steering knuckle arms and rear brake calipers. Rear axle half shafts have also been scheduled for new production. Toyota has also announced that this reboot is temporary, and parts will only be available as long as stocks last.

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

In September 1996, the X100 Chaser replaced the X90 Chaser. The product lineup consisted mostly of Avante and Tourer trim, with the Avante as the luxury model (with more interior accessories) and the Tourer as the sporty model (with large 16-inch wheels). Toyota’s VVTi, the company’s version of variable-valve timing, was added to the 1JZ engines; they were also upgraded to have more torque, since they had already reached the agreed voluntary limit set by Japanese Automobile Manufacturer’s Association regarding horsepower. The 1JZ-GTE was powered by a single turbo configuration instead of the twin turbo of its predecessors. New to the lineup was the Avante Four and the Avante Four G Package (basically the Avante 2.5 L with a full-time 4WD system). These cars were only available with a 4-speed electronic control type (ECT) automatic transmission. The Tourer V and the automatic-only Avante G 3.0 L (2JZ) models had the option of electronic control flex lockup attaching 4-speed automatic (intelligent) (ECT-iE) transmission, besides the ECT-E automatic in the lower-end models. In 1997, the lineup remained largely unchanged, although a basic Tourer 2.0 L model was added. The Tourer was powered by a 1G-FE engine, rated at 140 PS at 5,600 rpm. It was sold with only the 4-speed electronic control type (ECT) automatic transmission. In 1998, the base Tourer model received the optional manual gearbox and a 4WD option was added to the base Avante models; the Avante Four S Package received a higher special-edition interior. Additionally, the Chaser received a facelift, with the most significant changes to the rear tail lights. Other changes included new fog lights with a slightly redesigned front bar to accommodate them, different interior fabric, a 3-spoke steering wheel instead of 4 spokes, orange gauge lighting instead of white and a grille with 2 horizontal bars instead of 3. The Chaser was discontinued in June 2001. It was replaced with a new model called the Verossa which shared the same model code. The Cresta suffered the same fate, but the Mark II continued for another generation (X110) before it was also discontinued. In 2004, the all-new X120 Mark X was introduced in Japan, incorporating many characteristics of the Chaser and the Cresta. In fact, the aim of the Mark X was to combine the characteristics of the 3 models into one single model

Final Toyota here was an example of the popular Yaris GR. No doubt if the event had not been curated there were would have a large number of them present, as these enthusiast cars have a strong following and owners do like to bring them to events like this.

TVR

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

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

The T350 cars were made from 2002 to 2006. They were based on the TVR Tamora, and powered by TVR’s Speed Six engine in 3.6 litre form, producing 350 hp. The T350 was available in coupe and targa versions, the coupe version being known as the T350C, and the targa version the T350T. The T350 later formed the base of the TVR Sagaris. Function dominates form evident by the car’s aero-dynamic design which has been created for maximum downforce and minimal drag. The smooth frontal nose and the sharp rear cut tail allows the car to be aerodynamically efficient while reducing drag. The sloping rear line of the car ensures that the car generates minimum lift at high speeds. The car takes many components from the entry level Tamora such as the interior, multi-function display and analogue metres. The optional Sport package adds extra options in the multi-functional display such as lap-times, oil temperature and water temperature. The fastback design of the car gives the customer an advantage of increased boot space. The powerful Speed Six engine is a proven race winning unit and very responsive suiting the car’s aggressive character with a 0 – 100 km/h time of just 4.4 seconds.

ULTIMA

Although the model has been in low volume “production” for many years now, there are still plenty of people who do not know what the car is, and the fact that there are no badges on it, and now no tax disc, means that there are no clues even when you see it in person. The Ultima is manufactured by Ultima Sports Ltd of Hinckley in Leicestershire, and is generally described by commentators as a supercar. It  is available both in kit form and as a “turnkey” (i.e. assembled by the factory) vehicle. The design is a mid-engined, rear wheel drive layout, with a tubular steel space frame chassis and GRP bodywork. Both close coupe and convertible versions have been made. The latter is called the Ultima Can-Am.  Kit builders are free to source and fit a variety of engines and transmissions but the Chevrolet small block V8 supplied by American Speed mated to either a Porsche or Getrag transaxle is the factory recommended standard, and this configuration is fitted to all turnkey cars.

VAUXHALL

bMaking a welcome appearance here was this example of the Mark 1 Cavalier. The Cavalier was a critical model for Vauxhall, who had been trailing Ford and BL in the sales charts in the all important home market for some time. Much of the reason for that is because they lacked a car to compete directly against the market-leading Ford Cortina, their rival, the Vauxhall Victor having grown in size with every model update marking it more of a Granada competitor, a size up. The Cortina class was crucial, as the United Kingdom tax system meant that sales to company car fleets comprised a larger proportion of the overall market – especially for middle-weight saloons – than elsewhere in Europe. It was dominated by the Cortina, which regularly achieved over 10% of the total market and yet when Cortina Mk II had been replaced by the Ford Cortina Mk III in 1970, in the eyes of the all important company car fleet managers, the newer Cortina never quite matched the earlier car for reliability, notably in respect of problems with its cable clutch and with camshaft wear in the 1.6 and 2.0 litre ohc units. With alternatives in a market which only really wanted “British” cars, and traditionally engineered ones at that, limited to the Morris Marina, there was a clear need for some competition, which meant that the market should  have been particularly receptive to Vauxhall’s new Cortina challenger. There was a slight problem that the new car was actually made in Belgium, but that objection was pushed to one side by many when they saw this smartly styled car. Launched with a choice of 1596 and 1,896 cc engines,  the Cavalier was a restyled version of the second generation German Opel Ascona, offered as a two and four-door saloon, and with a two-door booted coupé body, withe coupe only available with the larger engine, The Ascona/Cavalier was built on what GM called the U-car platform. Whilst the Cavalier was originally intended to have its own bodywork, it ended up with the front of an Opel Manta B model and the rearend of an Opel Ascona B model, to keep costs down. A different nose, designed by Wayne Cherry, was the only obvious styling feature to set the Vauxhall apart. Although van, pick-up and estate versions were also on the drawing board, these never made production and nor did the prototype that was built using the 2.3 litre Vauxhall Slant-4 engine, planned for use in a high performance variant, which meant that the larger engined Cavaliers were exclusively powered by the Opel CIH engine. The Cavalier did not replace the larger Victor, which remained in production until 1978, as the VX1800/VX2000, With growing demand, and also a desire to answer the “but it is not British built” objection, Vauxhall started to produce the Cavalier in the UK, with the first Cavalier to be assembled at Vauxhall’s Luton plant being driven off the production line by Eric Fountain, Vauxhall’s manufacturing director, on 26 August 1977, after which the 1256 cc version, assembled at Luton and using engine and transmission already familiar to Viva 1300 owners, broadened the range. At that stage the 1584 cc Cavalier and the 1897 cc which had joined it were still being imported from Belgium, but in due course these, too, started to emerge from the Luton production plant. The range was revised in 1978, when the 1.9 litre engine was enlarged to 2 litres and a few weeks later, a three-door hatchback known as the Sports hatch (also seen on the Manta) was added to the range. Apart from minor updates, that was it until the model was replaced in the autumn of 1981 by the new front wheel drive J-car, but there was a new trim added to the range in 1980, the LS, and there was a rare survivor of that on show here. The original Cavalier was a relatively strong seller in Britain, even though it never quite matched the runaway sales success of the Ford Cortina, or even the sales figures attained by British Leyland’s Morris Marina (which sold well throughout the 1970s despite an adverse reputation) but it at least managed to help Vauxhall regain lost ground in a market sector where it had declined during the first half of the 1970s as Victor sales slumped. Nearly 250,000 were sold but there are few survivors of any type of the Mark 1, so it was nice to see this one here.

The front-wheel drive Opel Corsa was first launched in September 1982. It went on sale first in France, Italy, and Spain – markets where small cars represented from 34 to 43 percent of sales. Built-in Zaragoza, Spain, the first Corsas were three-door hatchback and two-door saloon models, with four-door and five-door versions arriving in 1984. In certain markets, commercial “van” models were also sold, with or without rear windows depending on local requirements. In mainland Europe, the saloon versions were known as the “Corsa TR” until May 1985 and received an egg-crate grille rather than the four slits used on hatchbacks. The saloons were intended to appeal to customers of the Opel Kadett C and its sister the Vauxhall Chevette who still desired a traditional 3-box sedan shape – but it did not sell particularly well in most of Europe but were popular in Spain and Portugal, among other markets. While only taking ten percent of French Corsa sales during the car’s first half-year, the TR represented half of all Corsas sold in Spain. The basic trim level was called just the Corsa, which was followed by the Corsa Luxus, Corsa Berlina, and the sporty Corsa SR. The SR receives a spoiler which surrounds the rear window, alloy wheels, checkered sport seats, and a somewhat more powerful 70 PS engine. Six years later, the Corsa received a facelift, which included a new front fascia and some other minor changes. The models were called LS, GL, GLS, and GT. The Corsa A was known in the United Kingdom market as the Vauxhall Nova (as it was considered that Corsa sounded too much like “coarser”), where it was launched in April 1983, following a seven-month-long union dispute due to British workers being angry about the car not being built there, in contrast to the rival Ford Fiesta, Austin Metro and Talbot Samba. In addition, there was also a dispute about the disparity of import tariffs, as while cars exported from Spain to the European Community were subject to tariffs of only 4.4 per cent, those exported in the other direction were subject to tariffs as high as 36.7 per cent. Power first came from 1.0 L 45 hp, 1.2 L 55 hp, and 1.3 L 70 hp petrol engines. (The first engines were all equipped with carburettors; fuel injection came later, but never for the 1.0.) The engines were based on the well proven Family II design, except for the 1.0 L and early 1.2 L engines, which were based on the OHV unit from the Kadett C. There was also an Isuzu-built, 67 PS  1.5 L turbo diesel engine available, which was also used in the Isuzu Gemini at around the same time. The diesel joined the line up in May 1987, at the Frankfurt Motor Show, along with the sporty GSi. The engines and most of the mechanical componentry were derived from those used in the Astra/Kadett. In September 1987 the Corsa received a light facelift, with a new grille that was now the same on hatchbacks and sedans, an updated interior, and other slight changes. For the 1989 model year, the 1.3 was bored out to 1.4 liters. Power remained the same, although torque increased. A rare “Sport” model was produced in 1985 to homologate for the sub 1,300 cc class of Group A for the British Rally Championship. These Sport models were white and came with unique vinyl decals, a 13SB engine with twin Weber 40 DCOE carburettors, an optional bespoke camshaft, a replacement rear silencer, and few luxuries. This gave 93 hp and a top speed of 112 mph (180 km/h) with a 0–60 mph time of 8.9 seconds. These are by far the rarest models (500 produced) and thus acquire a high market price if one does become available. A 1.6 L multi point fuel-injected engine with 101 PS at 5600 rpm (98 PS in the catalysed version) and capable of 186 km/h (116 mph) was added to the Corsa/Nova at the 1987 Frankfurt Motor Show, giving decent performance and being badged as a GSi (“Nova GTE” in pre-facelift models in the United Kingdom, later models were all called GSi). The GSi’s engine mapping had been carried out by Opel tuning specialists Irmscher. A model with the 82 PS 1.4 L multi-point fuel-injected engine, which was otherwise mechanically identical to the GSi, also became available as the Nova SRi in the United Kingdom. In January 1988, a turbocharged version of the Isuzu diesel engine was introduced, with power increased to 67 PS. The design was freshened in September 1990, with new bumpers, headlights, grille, and interior, but it was clearly recognisable as a gentle makeover of an early 1980s design when it had to compete with the latest two all-new superminis in Europe – the Peugeot 106 and the Renault Clio. The car was finally replaced in the spring of 1993.  Nearly 500,000 Novas were sold in Britain over its ten years on sale. In its best year, 1989, it was Britain’s seventh best selling car with more than 70,000 sales, but by February 2016, only 1,757 were still on the road.

The Vauxhall VXR8 is a performance car marketed by Vauxhall in the United Kingdom between 2007 and 2017, based on two different models produced by Holden Special Vehicles: the HSV Clubsport (2007–2009) and HSV GTS (2010–2017). The VXR8 is the successor to both the Vauxhall Monaro VXR and the Vauxhall Omega/Carlton. Initially powered by a 411 bhp Gen IV LS2 6.0 litre V8, from late 2009 it was upgraded to the Gen IV LS3 6.2 litre V8 with 425 bhp, shared with the Chevrolet Corvette C6 and the Chevrolet Camaro SS. In 2009, the 425 bhp VXR8 Bathurst and supercharged 552 bhp ‘S’ editions were offered using the same Gen IV LS2 V8 but with a Walkinshaw Performance supercharger in the Bathurst S. They were named for the famous Bathurst race in Australia. In 2013, the VXR8 GTS (based on the HSV GTS Gen-f) was introduced with a 577 bhp supercharged Gen IV 6.2 litre LSA engine, also used in the second generation Cadillac CTS-V and fifth generation Chevrolet Camaro ZL1. In 2017, the VXR8 was discontinued due to the closure of Holden’s Australian factories and discontinuation of the HSV GTS. It was effectively replaced by the less powerful GSi version of the second generation Vauxhall Insignia.

VOLKSWAGEN

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc 24 bhp, air-cooled flat-four-cylinder ‘boxer’ engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 30 bhp in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 40 bhp engine debuted exclusively on the Type 2 in 1959. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available. The early versions of the T1 until 1955 were often called the “Barndoor” (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15″ roadwheels instead of the original 16″ ones are nowadays called the T1b (again, only called this since the 1990s, based on VW’s retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14″ roadwheels, and a 1.5 litre 42 bhp DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 51 bhp DIN with an 83 mm bore, 69 mm stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 litre engine for the 1967 model year, its power was increased to 54 bhp DIN. German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called “T1.5” and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm. Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname “Samba” or in Australia, officially “Alpine”. The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951. In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof (the 23 window version had additional curved windows in the rear corners). To distinguish it from the normal Volkswagen van the name Samba was coined. Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps. Sambas were painted standard in two colours. Usually, the upper part was coloured white. The two colored sections were separated by a decorative strip. Further the bus had a so-called “hat”: at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1. When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.

This is a 1600TL from the Volkswagen Type 3 family, a compact car manufactured and marketed by Volkswagen from 1961 to 1973. Introduced at the 1961 Frankfurt International Motor Show, the IAA, the Type 3 was marketed as the Volkswagen 1500 and later as the Volkswagen 1600, in two-door Notchback, Fastback, and Variant body styles, the latter marketed as the ‘Squareback’ in the United States. The Type 3 diversified Volkswagen’s product range beyond the existing models—the Type 1 Beetles, Type 14 Karmann Ghia, Type 2 vans and pickups—while retaining Volkswagen’s hallmark engineering features: the air-cooled rear-engine, rear-wheel drive train, body-on-chassis construction (with a backbone chassis integrated into the car’s floorpan), as well as torsion bar front and rear suspension. Despite using the Beetle’s 2.40 m (94 in) wheelbase, the Type 3 was conceived as a larger car, offering a larger engine and increased cargo and passenger volume—the latter from its increased length and width as well as from its slab-sided, Ponton styling, maximizing the platform’s footprint. The Type 3 emulated major features of the Type 1 Beetle, using a low-profile version of Volkswagen’s rear-engined, 4-cylinder air-cooled engine, as well as body-on-chassis construction (the body bolts to a frame that includes the floor pan), retaining the same wheelbase – but using more contemporary and slab-sided Ponton styling, in contrast to the Type 1’s articulated fenders and running boards. VW finalized the design by 1959 with prototypes ready for testing by 1960. Secrecy was such that even at the 1960 Geneva Auto Show, VW denied they were readying a new design. In 1961 VW announced the new line as the “VW 1500”. Production began in August 1961, a month before launch, of the Volkswagen 1500 Notchback, encompassing three-box styling in a Notchback saloon body. Production of the Karmann Ghia 1500 (also known as the Type 34 Karmann Ghia) with a coupé body commenced in November 1961 and deliveries started in January 1962. The station wagon/estate-bodied Variant (marketed as the Squareback in the US) followed, with the first cars produced in February 1962. Twelve prototype convertibles based on the 1500 Notchback were also built, but never entered production. The Fastback, or TL version, a fastback coupé, arrived in August 1965, along with the 1600 engine. Volkswagen’s intention was that this model should replace the Notchback, which is what happened in the UK market. However, in other markets, including the German domestic market, the number of customers preferring the older Notchback shaped car was higher than foreseen, and in the end both Notchback and Fastback remained in production until July 1973. Type 3s were made in a variety of trim levels with different features for different markets. Top end models featured more chrome, more bright trim, and full carpeting, and, starting in mid-1968, were available with a fully automatic transmission. Factory installed gasoline powered heaters were a factory installed option available in some markets. Air conditioning and radios were never factory installed but were often available as dealer installed options. Volkswagen of America began marketing the Type 3 Squarebacks and Fastbacks for the 1966 model year, but they never imported the Notchback or Type 34 Karmann Ghia. The Type 3 was competing in the market with the Chevrolet Corvair that had been previously introduced in the United States in 1960, which incorporated a 6-cylinder rear-mounted air-cooled engine in notchback and station wagon body style, as well as a compact van and pickup derived from the platform. It also competed in the US with the Renault 8 which also offered a rear engine and rear drive sedan. A unique feature of all four Type 3 models was that due to the flat 4 engine, the cars had both front and rear luggage capacity; a fact highlighted in VW’s advertising. For the 1968 model year, the Type 3 1600E (Einspritzung) models were the first mass produced automobiles with electronic fuel injection available as optional equipment. This was the introduction of the Bosch D-Jetronic) fuel injection, which was available only in VW Type 3s for its first two years. The 1600 cc D-Jetronic fuel injection engine was standard equipment for all Type 3s sold in the US for model years 1968 thru 1973, but single and dual carb engines remained as available options for many markets around the world until the end of Type 3 production. In mid-1968, a three-speed fully automatic transaxle became available. With the automatic came a CV-jointed independent rear suspension (IRS), replacing the swing axle (also IRS) set-up. This 1968 mid-year introduction was only available in conjunction with the dual carb 1600 cc Type 3 engine. For 1969, the CV-jointed rear axle became standard with both automatic and manual transmissions, and the automatic transmission was also offered combined with the D-Jetronic 1600 cc fuel injection engine. The swing axle rear suspension remained available for some markets that had poorer quality roads. Type 3 models received a facelift in 1970, with a revised front end, its nose extended by 115 mm (4.5 in) adding 1.5 cu ft (42 L) to the luggage capacity. At the same time Type 3s received revised square-section bumpers (with integral rubber strips in some markets), as well as larger tail lamps and front indicators. Volkswagen offered the Type 3 in a lower trim level in Europe, marketed as the 1600A. In the US, and for 1973 only, Volkswagen of America offered two trim levels of the Type 3 Fastback in the US, marketed as the Type 3 Sedan and Type 3 Basic Compact. The Basic Compact trim level featured reduced content, including limited colour and upholstery availability; deletion of exterior belt line chrome trim, clock, and electric-heated rear window defogger—and using painted vent widow frames, a black cardboard front trunk liner over the gas tank without a liner on the sides of the trunk or over the firewall, and plain vinyl door panels without door pockets and rubber mats in lieu of interior carpet. While the Type 3 was a more modern design, it never reached the same level of popularity as the Beetle. As Volkswagen started to produce front-wheel-drive water-cooled designs, production ended in 1973 at the Wolfsburg plant. The Wolfsburg production facilities were then retooled to build the Rabbit, later becoming the Golf, which eventually replaced the Type 1 as Volkswagen’s best selling sedan. Production of the Type 3 moved to VW’s new Emden plant, which was retooled later in 1973 to build the first generation Passat (marketed variously, also as the “Dasher”).

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

Conceived as a replacement for the popular Beetle Cabrio, and at the time unique in the market place, a convertible version of the Golf was presented to Volkswagen’s management by coachbuilder Wilhelm Karmann GmbH as early as 1976. This early prototype lacked the roll-over bar of the later version, and had a flat body line in the rear, where the soft top folded down below the sill level. The production version of the convertible Golf was designated Type 155. In Europe and Canada it was called the Golf Cabriolet, while in the United States it was sold as the Rabbit Convertible until 1985, when it was also renamed “Cabriolet”. The Cabriolet was sold from 1980 to 1993. It had a reinforced body, a transverse roll-over bar, and a high level of trim. From stamping to final assembly the Mk1 Cabriolet was built entirely at the Karmann factory. Volkswagen supplied engines, suspension, and interior trim for Karmann to install. The tops, of vinyl or cloth, were heavily insulated, with a heated glass rear window. The top was raised and lowered manually until 1991, when it became electrically operated. The body of the Cabriolet did not change through the entire production run except for a larger fuel tank. It kept the pre-1980 style of rear lamp clusters. A space saver spare wheel was fitted from the outset, including 1978 pre-production models, unlike the saloon which did not adopt this until 1984. All Cabriolets from 1988 on left the factory fitted with a “Clipper” bodykit that featured smooth body-coloured bumpers, wheel-arch extensions, and side skirts. Prior to the 1984 model year the highest standard specification Cabriolet was the GLI, which was essentially a GTI in all but name. It was only in late 1983 with the introduction of the 1984 model that an officially badged GTI version of the cabriolet finally became available.

The Volkswagen Polo Mk2 was produced from late 1981 until 1994. It received a major facelift in 1990 and was available in three different body styles, including a distinctive “kammback”-styled hatchback. The sedan version received the name of Volkswagen Derby. A revised Polo model (known as the Mark 2 or Mark II, internally designated Typ 86C) was introduced in October 1981, with the major change being the introduction of a new body style with a steep (almost vertical) rear window, as well a version with a diagonal rear window and a similar profile to the previous model. These two body styles were called the Hatchback and Coupé respectively, although in fact both were three-door hatchbacks. The latter was added to the range in 1983 as the radical styling of the original design was not welcomed by all. The Coupé was originally only available with the more powerful engines (55 and 75 PS), but after a mild facelift in August 1984 the base 40 PS unit was also made available. The sedan version was no longer called the Derby in all countries, and was changed to the Polo Classic on all markets from 1984. Production was expanded to Spain following Volkswagen’s takeover of SEAT in 1986. The hatchback was the lightest bodystyle, 5 kg (11 lb) lighter than the coupé and 15 kg (33 lb) lighter than the three-box sedan. 1093 cc or 1272 cc engines were available at launch. In 1986, the Polo received numerous technical improvements; amongst many other minor updates, the engines were changed to lower maintenance hydraulic tappets, new camshafts and valve gear and an automatic choke; the 1043 cc engine replaced the 1093 cc, and in some markets the 1.3-litre engine was available with fuel injection and equipped with a catalytic converter. In 1984 an all-new 1.3-litre engine was introduced, which was used in various generations of Polo until 1996. The Polo received some changes in August 1984, including a new dashboard, a bigger fuel tank, and more standard equipment. The GL was discontinued with the CL essentially taking its place. All models now received round rather than the earlier square headlights. These changes helped keep the Polo remain competitive in an increasingly competitive market, which had seen the arrival of the Opel Corsa (Vauxhall Nova in the UK) during 1982, and of three more all-new competitors – the Fiat Uno, Nissan Micra and Peugeot 205 – in 1983, as well as an updated Ford Fiesta in the same year and the new Renault 5 a year later. By the time an all-new Fiesta was launched in early 1989, the Polo was the only popular European supermini to lack a four- or five-door version, and had also gained a new competitor, the Citroen AX, which was also available with five doors by the end of the decade. Available with the 1093 cc engine the Coupé featured additions such as sporting seats trim, wheel arch extensions, rear spoiler, low profile tyres and a rev counter, as well as the round headlights which were later fitted across the range. The GL featured a 60 PS engine. In August 1982, for the 1983 model year, the first sporty Polo was introduced. The Polo Coupé GT received a 75 PS version of the 1.3-litre engine, as well as servo assisted brakes, twin headlights, a digital clock, sports seats, and a rev counter. The extra power (up by 25 percent) was the result of dished pistons containing the compression chambers, allowing for a flat cylinder head, providing higher and more even compression. While commonly referred to as a Heron head, Volkswagen called the design “HCS”, for High Compression and Squish. The carburettor remained a twin-barrel one, and the only transmission at the time of introduction was a very long-geared four-speed manual. Other special models were introduced over the rest of the period of the Mark 2 production run including models such as the Twist, Parade and Country. The UK market only ever received the 1.0, 1.1 and 1.3 versions of the Polo, but it was still one of the most popular imported cars there, frequently managing over 30,000 sales per year and peaking as the 11th best selling car there in 1983.

The Volkswagen Type 2 (T3) was the third generation of the Volkswagen Transporter and was marketed under various nameplates worldwide – including the Transporter or Caravelle in Europe, Microbus in South Africa, and Vanagon in North and South America. It was larger, heavier, and more angular in its styling than its predecessor, the T2. The T3 was manufactured in Germany from 1979 until 1991. Production of the Syncro (mostly for official use, like postal service or German army) continued until 1992 at Puch in Graz, Austria, where all 4WDs were built. It was available in 14″ syncro and a 16″ syncro version, main differences between the 2 models was 16″ wheels with 205R16 tyres, larger front brakes 280mm discs instead of 254mm disc that was on the 14″ syncro but they shared the same callipers and brake pads. The 16″ syncro had larger rear brakes taken from the VW LT and fender flares which hid the area where VW trimmed the arches to give more room for larger tyres. Following the Type 2 T2, the Type 2 T3 initially featured air-cooled engines; later models had water-cooled engines. Versions produced in South Africa from 1990 until 2002 featured an Audi five-cylinder engine. Volkswagen marketed the Westfalia camper variant throughout the T3 production, with features including a raised roof (either pop-up or fixed), refrigerator, sink, and stove. Examples built between 1979 and 1985 featured round headlights and basic steel or chrome-plated steel bumpers with plastic end-caps. Air-cooled models (1979 to mid-1983) lack the lower grill above the radiator of the water-cooled models, except on models with factory air conditioning. Production of the Syncro four-wheel drive model began in late 1984, with the world premiere taking place at the Brussels Commercial Vehicle Show in January 1985. The original Syncros came equipped with the gasoline 1.9 with 78 PS and a “4+G” gearbox, with the G being a low gear for offroad use (Gelände in German). 1986 model year models received revisions including a rev counter, more fabric choices, redesigned air conditioning, enlarged water-cooled engine with a more advanced engine management system, and redesigned transmissions. Exterior changes included rectangular headlights (on selected models), and different paint options. Alloy wheels, larger and squarer fiberglass bumpers with trim along the rocker panels were optional (standard on Hannover and Wolfsburg Edition vans). For 1990 and 1991 model years, a “Carat” trim level was available which included all available options except the Westfalia conversion and Syncro. Some 1979 through 1981 models received 6 welded-in metal slats covering the engine ventilation passages behind the rear windows. All later models had black plastic 16-slat covers that slotted in at the top and screwed down at the bottom. During the 1980s, the U.S. Army and Air Force in Germany used T3s as administrative (non-tactical) vehicles. In military use, the vehicle’s nomenclature was “Light Truck, Commercial”. Porsche created a version called B32 in a limited edition. The van, based on the luxurious Carat model, was equipped with the 231 PS 3.2 litre Carrera engine and was originally developed to support Porsche’s testing activities in Algeria. Ten of these were built, with some sold by Porsche to special customers. Porsche themselves also used the Porsche-engined bus to transport staff rapidly. Top speed was around 135 mph (217 km/h), although Porsche only claimed 116 mph (187 km/h) to ensure that the numbers could be replicated with nine people in the car and with the air conditioning on full. There was one more six-cylinder engine, used in the VW Oettinger WBX6. The development of the engine was originally contracted to Oettinger by Volkswagen; it was derived from the regular Wasserboxer and meant for projected use in the T3. When VW abandoned the project, Oettinger bought the rights to the design and put it on the market. As such the six-cylinder shares many parts with the four-cylinder Wasserboxer. The WBX6 was originally only available with a three-speed automatic transmission, incorporating many Audi 100 parts to accommodate the higher power and torque.  A limited number of 2WD models were also produced at the Graz factory after German production had come to an end in 1990. South African production of the T3 continued, for that market only, until 2002. The T3 was the final generation of rear-engined Volkswagens.

VOLVO

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

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

This proved to be a fitting finale to the Amphitheatre-based QS events. The carefully curated display of cars meant as much variety as you could possibly wish for with no more than a couple of examples of any individual model, and there were more than a few rarities that were all part of the display. That the weather improved massively from the truly horrid wet start to the final photos being taken with cloudless blue skies was a somewhat unexpected bonus. The introduction of Bristol’s Low Emission Zone in November may mean that this really was the very last event to be held here, but Queen Square Breakfast Club meets will continue in other locations around the city, and I will be trying to attend as many of them as my rather congested diary permits.