So here I am, for the third consecutive weekend, at Caffeine & Machine. Sometimes the diary just goes like that, and there were two reasons why I ended up here yet again in such quick succession, not that a real reason is needed for a place as appealing as this one. Yet again I had been in the Coventry area overnight having been playing squash at Club Night there, so this destination was en route home, and then the recently formed Abarth Wiltshire Group decided to make a trip here, which once announced gained interest from Abarth West Midlands as well, so with a significant number of Abarth owners and friends going to attend, I needed no persuasion that this was the place to be on the Saturday, even though the decision was taken to go for the late afternoon booking slot, which did mean I was at a bit of a loose end earlier in the day. No question, this venue does seem to be more popular in the morning, so the site was not as rammed as it can sometime be, but even so there were plenty of interesting cars here over and above the Abarth contingent, and as this report will evidence, all of them different to the models that had attracted my camera on the two previous weekends.

ABARTH

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

Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust. Some new colours were introduced, and very soon one of those, Record Grey, frequently combined with a tan interior became one of the most popular choices. There were several examples of this popular colour here and there is no denying that this combination suits the Abarth shape very well.

Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK  in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.  A new colour was announced with the new Competizione cars, called Podium Blue, but it was not going to be immediately available, and there were no accurate representations of exactly what shade it would be. Rumours circulated on Abarth forums and Facebook Groups all summer, with lots of guessing and no real facts, although we had been assured that it was not the same as the Abu Dhabi Blue that had featured on a very small number of 695 Tributo Ferrari models in 2011. It was October 2016 when the first cars reached the UK and those who had taken the gamble could see for themselves whether they had got it right. Common consent is this is a stunning colour. A rich blue, it changes shade in different lights. I think it looks fantastic. It has proved very popular and remains on offer to this day.

What is known as the Series 4 version of the familiar 595 reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 last year, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July.  Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars.

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

The 695 Anniversario was launched at the brand’s 70th anniversary celebrations in Milan in October 2019, and deliveries of which started around the turn of the year. The Anniversario is in a choice of 5 colours: White, Black, Podium Blue, Grey and 1958 Green, and there were examples of some but not all of these here, including a couple of cars in the 1958 Green which was selected to evoke memories of the 1958 record-breaking 500, though I can advise that the two shades of green are quite different, the older car being much lighter. Online verdicts of the new car at launch were not entirely positive, with many challenging the appearance, others the spec and yet more the price (£29,995 in the UK), but in the metal, it looks far better than those first web pictures portrayed, and there is no doubt that the 1949 buyers of the car are getting something quite distinctive, with the Campovolo Grey accents around the wheelarches and lower body skirts. What they aren’t getting is more than 180 bhp, as it would seem that to get Euro 6d compliance from the T-Jet engine, 180 bhp is the limit. But the Abarth 695 70° Anniversario does have an ace up its sleeve. Look at the back and you’ll notice a rather large roof-mounted spoiler serving as the special edition’s party piece. Manually adjustable in literally a dozen of positions, the spoiler was developed in the wind tunnel to achieve maximum aero efficiency regardless of speed. Its inclination varies from 0 to 60 degrees and helps increase aerodynamic load by 42 kilograms when the car is travelling at speeds of 124 mph (200 km/h) provided the spoiler is at its maximum inclination. Abarth has done the maths and it claims the new aero component will reduce steering corrections by as much as 40% based on the testing they’ve done at FCA’s wind tunnel in the Orbassano municipality located southwest of Turin. Power is provided by the familiar 1.4-litre turbocharged engine with 180 hp and 250 Nm (184 lb-ft) of torque, good enough for a sprint from 0 to 62 mph (100 km/h) in 6.7 seconds before topping out at 140 mph (225 km/h) if the spoiler is in the 0° position. Those 17-inch SuperSport wheels are paired to a Brembo braking system with four-piston aluminium calipers finished in red, hugging the 305-mm front and 240-mm rear self-ventilated discs. Rounding off the changes on the outside is the newly developed Record Monza exhaust with active valve for a better soundtrack. Abarth also spruced up the cabin a bit where the body-hugging seats are exclusive to this special edition, just like the individually numbered plaque reminding you this isn’t an ordinary 695. Onboard tech includes support for both Apple CarPlay and Android Auto, DAB digital radio and a navigation system for that seven-inch touchscreen display. Additional standard equipment includes automatic climate control, daytime running lights, LED fog lights, unique mats, and the Abarth telemetry system if you plan on taking the hot hatch to the track.

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

ALFA ROMEO

Alfa Romeo was represented by models from the current range, the highly rated Giulia and Stelvio.

FORD

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.

HONDA

The Japanese market Civic Type R (FD2) went on sale on 30 March 2007. For the first time, the JDM Civic Type R was sold as a four-door sedan, rather than a three-door hatchback. The FD2 Type R was bigger, wider and heavier than the EP3 Type R. The wheelbase grew from 2,570 mm (101.2 in) to 2,700 mm (106.3 in), giving the FD2 more stability during high speed cornering. The Japanese model’s engine power output is higher than the European versions, with 225 PS being generated at 8,000 rpm and 215 Nm (159 lb/ft) of torque peaking at 6,100 rpm (versus 201 PS) at 7,800 rpm and 193 Nm (142 lb/ft) at 5,600 rpm for the European model). Honda quoted that mid-range is increased by 10 PS. Power is sent to the front wheels through a close-ratio six-speed manual transmission, and a helical limited-slip differential is fitted as standard. The front brake discs are 320 mm (12.6 in) diameter and fitted with four-piston Brembo calipers. The car is fitted with Bridgestone Potenza RE070 tyres having a size of 225/40 R18. Honda claims the chassis is 50% more rigid than the previous Japan-only pre-facelift DC5 vIntegra Type R and 25% more rigid than the previous Japan-only facelift DC5 Integra Type R. The FD2 features an independent rear suspension rather than the torsion beam configuration used on the FN2 Type-R.  To save weight, aluminium is used extensively and bonded with adhesive instead of welded. Though the chassis is larger and more rigid than the JDM Integra Type R, it is only 70 kg (154 lb) heavier.  Exterior wise, the front bumper is wider and different from the standard Civic designed aerodynamically. The rear bumper features a diffuser built into the bumper and a large rear wing completes the aero package. Inside, the trademark black and red bucket seats are no longer made by Recaro as with previous versions but designed in-house by Honda. Also gone is the Momo made steering wheel, instead replaced by a Honda made version. The familiar red-on-black colour scheme or black-on-black scheme is offered on Championship White and Super Platinum Metallic Silver while a black-on-black scheme with red stitching is for the Vivid Blue Pearl model only. In October 2008, the Type R received new colours, those being Premium White Pearl, Premium Deep Violet Pearl and Crystal Black Pearl. The Vivid Blue Pearl colour was dropped. In back to back tests, the Civic Type R (FD2) was on average 1 second quicker than the Integra Type-R (DC5) at the Tsukuba Circuit and four seconds faster at the longer Suzuka Circuit. In a back-to-back test on the United Kingdom TV program Fifth Gear, the FD2 Type-R was three seconds quicker than the equivalent FN2 UK version around Castle Combe Circuit in wet conditions. However, the FN2 managed a 13.1 second quarter mile pass at Killarney Raceway. A total of 14,062 FD2 Civic Type R units were produced until it ceased production in August 2010 due to failure to meet the upcoming emission requirements. Following the previous success due to the introduction of the FN2 Civic Type R from Europe in 2009, another batch of FN2 Type R with minor updates was available in Japan from fall 2010. However, the engine was the same K20Z4 straight-4 as used in the European version. A number of these cars have come to the UK as Grey Market imports.

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

MASERATI

For logistics reasons, although this was an Abarth gathering, I was here in my Ghibli. It proved to be the only Maserati on site during my allocated time slot.

MERCEDES-BENZ

It is quite sobering to realise that the W201 is now 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.

MINI

The Mini was the model that refused to die, with sales continuing after the launch of the Metro in 1980, and gathering momentum again in the 1990s, thanks in no small part to interest from Japan and because Rover Group decided to produce some more Cooper models. The first series of Cooper cars had been discontinued in 1971, replaced by the cheaper to build 1275GT, but when a limited edition model was produced in 1990, complete with full endorsement from John Cooper, the model was a sell out almost overnight, which prompted the decision to make it a permanent addition to the range. A number of refinements were made during the 90s, with fuel injection adding more power, a front mounted radiator and more sound deadening making the car quieter and new seats adding more comfort and a new dash making the car look less spartan inside.  It formed part of the range until production of all Issigonis Minis ended in 2000.

NISSAN

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.

PORSCHE

As ever, there were a few Porsche on site, of which this 991 Carrera was the first to catch my eye and the camera lens

The 718 Cayman GT4 and 718 Spyder (previously named the Boxster Spyder) were revealed in June 2019. Both are differentiated from less powerful models by more aggressive bodywork, including a lower stance, new front bumper, a large new diffuser, and exhaust pipes that are spaced farther apart. The GT4 also features larger side intakes and an adjustable wing, the latter of which helps it generate up to 150 kg (330 lb) of downforce, 50 percent more than its predecessor. Both have a naturally aspirated 4.0-litre flat-6 derived from the 992’s 3.0-litre 9A2EVO engine, which is rated at 414 bhp/420 PS at 7,600 rpm and 420 Nm (310 lb/ft) of torque at 5,000–6,800 rpm. The engine has cylinder deactivation, a first for Porsche. Porsche claims a top speed of 304 km/h (189 mph) for the GT4, and 301 km/h (187 mph) for the Spyder. The front suspension and brakes are borrowed from the 911 GT3, and the adaptive dampers, ABS and stability-control programming are borrowed from the 911 GT3 RS. The anti-roll bar end links, camber and toe can be manually adjusted, but the ride height–3 cm (1.2 in) lower than a standard 718–is fixed. Both are around 15 kg heavier than the GTS models. Sales commenced in the spring of 2020. For the 2021 model year, the GT4 and Spyder became available with the 7-speed PDK dual-clutch transmission as an option. It reduces the acceleration time of 0-60 mph (97 km/h) from 4.3 seconds to 3.7 seconds. In March of 2023, Porsche announced that 718 GT4 and Spyder Models would cease production as of the 2024 model year

RENAULT

The R5 Turbo was conceived with dual intent, promoting the sales of the common R5 and being homologated in the FIA group 3 and 4 categories of the rally championship (today WRC). All the motorsport derivatives were based on the Turbo 1. The factory pushed the engine output up to 180 PS for the Critérium des Cévennes, 210 PS for the Tour de Corse, and by 1984 as much as 350 PS (257 kW; 345 hp) in the R5 Maxi Turbo. The final Renault 5 Maxi Turbo Superproduction reached 385 PS and won the French Supertouring Championship that year. The Renault 5 Turbo competed in the sub-2000 cc category, thanks to the multiplication factor of 1.4 which was applied to turbocharged engines. FISA restricted tire and wheel sizes based on engine size, so for the Maxi Turbo, Renault enlarged to engine to 1527 cc which brought it up to 2138 cc in the eyes of the regulatory agencies – placing it in the 2000–2500 cc category and allowing for the fitment of wider wheels at the expense of a higher minimum weight. Driven by Jean Ragnotti in 1981, the 5 Turbo won the Monte Carlo Rally on its first outing in the World Rally Championship. The 2WD R5 Turbo soon faced the competition of new Group B four-wheel drive cars that proved faster on dirt.

SINGER

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

SUBARU

This is a P1 version of the first generation Impreza. To counter the grey imports of high-performance Japanese variants, Subaru UK commissioned Prodrive to produce a limited edition of 1,000 two-door cars in Sonic Blue, called the WRX “P1”. Released in March 2000, they were taken from the STI Type R lines and used for the P1. The car was the only coupé version of the WRX STI GC chassis to receive ABS. In order to allow for ABS, the DCCD was dropped. Engine output was boosted to 276 bhp, and the suspension optimised for British roads. Options were available from Subaru consisting of four-piston front brake calipers, electric Recaro seats, 18-inch wheels and a P1 stamped backbox. The P1, or Prodrive One, is echoed in the name of the Prodrive P2 concept car. They are among the most sought after of all Subaru Impreza models now.

VAUXHALL

Although it looks quite different, the VX220 and its Opel Speedster alter ego share much under the skin with the Lotus Elise, and indeed the cars were built for General Motors, by Lotus at Hethel. Quite unlike any Vauxhall that had ever come before it, the VX220 was the result of a deal between GM and Lotus, struck to generate enough funding for the latter to be able to develop a replacement for their Elise model, something forced on them owing to changes in European crash safety regulations for the 2000 model year. Lotus agreed to develop and produce a 2 seater sports car for GM, on the new Series 2 Elise chassis, with the a concept version of the proposed GM model being shown at the Geneva Motor Show in 1999. Although the body styling was different, clearly the economies would only work if as much else could be shared, and that presented a challenge as it was planned to use a 1.8-litre Toyota engine, similar to that found in the Toyota Celica, in the second generation Elise, whereas the GM cars clearly had to use a GM engine, namely the  2.2-litre GM Ecotec engine from the Astra. As neither engine had been used in the original Elise, which had been fitted with a 1.8-litre Rover K-Series engine, this simply became one of the many design challenges .In order to accommodate the production of the new cars, Lotus expanded its Hethel factory to a capacity of 10,000 cars, with around 3,500 slots allocated to Speedster production. Production of the Speedster commenced in 2000. The car was hailed by the motoring press as a great drivers’ car and won several accolades, including Top Gear’s Car of the Year in 2003. The lesser naturally aspirated 2.2 version was considered easier to drive than the potent Turbo model, and some journalists suggested that the Opel/Vauxhall car was better value for money than the Lotus, among them one Jeremy Clarkson in his 2003 DVD Shoot Out. However, the market did not really agree, and sales were limited. The car was deleted in 2005, with no successor.

VOLKSWAGEN

There was a long line of fifth generation Golf GTi models here, suggesting that an owner’s group of some sort had also arranged to meet here. The fifth generation Golf GTI features a 2.0 litre turbocharged inline 4-cylinder petrol engine with Fuel Stratified Injection (FSI) direct-injection technology, which produces 200PS (197 bhp). It is available in both 3-door and 5-door hatchback body shapes, and comes with a choice of either 6-speed manual or a 6-speed Direct-Shift Gearbox (DSG) which greatly reduces shift time to only 8ms. The concept GTI was first shown to the public at the Frankfurt Motor Show in 2003. The first production model was initially unveiled at the Mondial de l’Automobile in Paris in September 2004, and went on sale around the world shortly thereafter. At the Los Angeles Auto Show in January 2006, the GTI made its long-awaited North American debut in 3-door guise (a 5-door variant was eventually made available), where it is marketed solely under the ‘GTI’ moniker, with no reference to the Rabbit. The new GTI has a considerable price increase over the previous model, mainly due to the features mentioned above, and the fact that the exterior itself had not seen such a dramatic design change in years. The price is further raised because it is built in Germany, unlike the Mk4 some of which were built in Brazil. The innovative DSG transmission and the 200 PS (197 hp) TFSI engine all helped raise the retail price of the car. The Mk5 GTI was named 2007 Automobile of the Year by Automobile Magazine, in December 2006. This generation marked the only generation in Canada to have the GTI as a separate nameplate rather than a trim of the Golf. When Volkswagen announced the revival of the Golf in the US and Canada for the 2010 model year, Volkswagen reverted the GTI nameplate as a Golf trim, although the GTI remains a separate nameplate in the United States. Production ceased on introduction of the sixth generation model in 2008.

As always, I enjoyed my visit here. It is particularly good when there is the chance to meet up with a number friends, as there is ample time within a three hour booking slot both to see all he cars, grab some food and to have a chat with everyone one, and that is precisely what I was able to do on this occasion. By the end of our allotted time, the light was fading a little and the lights were turned on, which does lend a special quality to the site, and which also provided a reminder that within a couple of weeks, the clocks will have gone back and darkness will be a feature from late afternoon on. Caffeine & Machine remains open year round, though, and already I can see at least one more planned trip to the location in 2022, and no, it won’t be four weekends in four, but it will be soon and a further report will ensure once I have been again.