For the 2023 season, Shelsley Walsh have decided not to mix up their two popular non-competitive meets, the Sunday Breakfast Club and the Cars in the Valley series of evening meetings. The former will now top and tail the season, with Cars in the Valley taking place during the summer months when there are long hours of daylight to enjoy. Given the number of events that are competing for people’s attention and presence, this seems like a sensible move. The first of the Cars in the Valley was scheduled for mid May, and thankfully this year on a different date from the nearby Wheels at Prescott, the clash with which had caused much diary angst for many during 2022. This is a very informal meet, with cars parked up around the Paddock and then on the lower approaches of the hill, generally to capacity, people then being free to wander around and see what has been brought out on display, as well as taking advantage of Shelsley’s new caterers and a small bar. When the weather is sunny and warm, as it was for this particular event, it makes for a most agreeable evening indeed. Good weather also encourages good attendance and the site was indeed pretty full not that long after the notional 6pm start. Cars varied from the predictable modern enthusiast machines to some well loved classics as well as a few surprises and rarities. There was plenty to see as this report evidences.

ALFA ROMEO

Sole Alfa Romeo in attendance at the event this time was an example of the current Giulia saloon.

ASTON MARTIN

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 18 different versions of the car produced over its model life

AUSTIN HEALEY

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

BEAUFORD

Beauford is a British family run automobile company based in Biddulph, Stoke on Trent. The cars are supplied in kit form and are therefore highly customisable. Beauford are founding members of S.T.A.T.U.S. (Specialist Transport Advisory and Testing Utility Society). Originally based in Upholland, Lancashire the company later moved to Stoke on Trent. The first cars were made in 1978 and used a Mini bodyshell as the passenger compartment later replaced by a glass fibre moulding. The company has supplied over 1,500 kits. The Beauford Tourer is designed to look like a vintage car. At the front is a long bonnet with flowing wings at either side to give the appearance of a 1930s Style Grand Tourer luxury car. There are both 2 door and 4 door versions. Cars come in both open and closed bodies. With detachable hard top or convertible soft top there are also half soft-top versions. Because of the classic look of the vehicles the cars have become popular as wedding transport. They are suited to Rover V8 engines, and the M119 5 litre Mercedes Benz engine with over 300 BHP and high torque. The shell of the body is made of Glass Reinforced Plastic (GRP), and the bonnet and panels are alloys. The body is mounted on a ladder chassis. The vehicles have a long wheelbase of 3.2 m (126″). A variety of power units can be fitted to the kit, including Ford, Nissan and Rover. The suspension, steering, pedal box and master cylinder can be sourced from the Ford Sierra. The manufacturer provides multiple choice in body parts such as windscreens and lights, meaning there are many unique vehicles in circulation.

BENTLEY

Announced in May 1946, as the Mark VI and produced from 1946 to 1952 it was also both the first car from Rolls-Royce with all-steel coachwork and the first complete car assembled and finished at their factory. These very expensive cars were a genuine success, long-term their weakness lay in the inferior steels forced on them by government’s post-war controls. The chassis continued to be supplied to independent coachbuilders. Four-door Saloon, two-door saloon and drophead coupe models with bodies by external companies were listed by Bentley along with the Bentley-bodied saloon. This shorter wheelbase chassis and engine was a variant of the Rolls-Royce Silver Wraith of 1946 and, with the same standard steel body and a larger boot became the cautiously introduced Silver Dawn of 1949. The same extended-boot modification was made to the Mark VI body in 1952 and the result became known as the R type Bentley.

BMW

Representing the M cars was this fabulous E30. Produced initially purely as a homologation special, the car achieved far greater levels of interest than ever imagined, and the rest, as they say, is history. Based on the 1986 model year E30 3 Series, the car was initially available with the 2 door body and was later offered as a convertible bodies. The E30 M3 used the BMW S14 engine. The first iteration of the road car engine produced 195 PS with a catalytic converter and 200 PS without a catalytic converter in September 1989 power was increased to 215 PS with a catalytic converter. The “Evolution” model (also called “EVO2”) produced 220 PS. Other Evolution model changes included larger wheels (16 X 7.5 inches), thinner rear and side window glass, a lighter bootlid, a deeper front splitter and additional rear spoiler. Later the “Sport Evolution” model production run of 600 (sometimes referred as “EVO3”) increased engine displacement to 2.5 litres and produced 238 PS. Sport Evolution models have enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights. An additional 786 convertibles were also produced. The E30 M3 differed from the rest of the E30 line-up in many other ways. Although using the same basic unit-body shell as the standard E30, the M3 was equipped with 12 different and unique body panels for the purposes of improving aerodynamics, as well as “box flared” wheel-arches in the front and rear to accommodate a wider track with wider and taller wheels and tyres. The only exterior body panels the standard model 3 Series and the M3 shared were the bonnet, roof panel, sunroof, and door panels. The E30 M3 differed from the standard E30 by having a 5×120 wheel bolt pattern. The E30 M3 had increased caster angle through major front suspension changes. The M3 had specific solid rubber offset control arm bushings. It used aluminium control arms and the front strut tubes were changed to a design similar (bolt on kingpins and swaybar mounted to strut tube) to the E28 5 Series. This included carrying over the 5 series front wheel bearings and brake caliper bolt spacing. The rear suspension was a carry over from the E30. The E30 M3 had special front and rear brake calipers and rotors. It also has a special brake master cylinder. The E30 M3 had one of two Getrag 265 5-speed gearboxes. US models received an overdrive transmission while European models were outfitted with a dogleg version, with first gear being down and to the left, and fifth gear being a direct 1:1 ratio. Rear differentials installed included a 4.10:1 final-drive ratio for US models. European versions were equipped with a 3.15:1 final drive ratio. All versions were clutch-type limited-slip differentials with 25% lockup. To keep the car competitive in racing following year-to-year homologation rules changes, homologation specials were produced. These include the Evo 1, Evo 2, and Sport Evolution, some of which featured less weight, improved aerodynamics, taller front wheel arches (Sport Evolution; to further facilitate 18-inch wheels in DTM), brake ducting, and more power. Other limited-production models (based on evolution models but featuring special paintwork and/or unique interior schemes commemorating championship wins) include the Europa, Ravaglia, Cecotto, and Europameister. Production of the original E30 M3 ended in early 1992.

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.

The M2 was first revealed in Need for Speed: No Limits on November 2015, before later premiering at the North American International Auto Show in January 2016. Production commenced in October 2015 and is only available as a rear-wheel drive coupé. The M2 is powered by the turbocharged 3.0-litre N55B30T0 straight-six engine producing 365 bhp at 6,500 rpm and 465 Nm (343 lb/ft) between 1,450–4,750 rpm, while an overboost function temporarily increases torque to 500 N⋅m (369 lb⋅ft). The M2 features pistons from the F80 M3 and F82 M4, and has lighter aluminium front and rear suspension components resulting in a 5 kg (11 lb) weight reduction. The M2 is available with a 6-speed manual or with a 7-speed dual-clutch transmission which features a ‘Smokey Burnout’ mode. 0-100 km/h acceleration times are 4.5 seconds manual transmission models and 4.3 seconds for models equipped with the 7-speed dual clutch transmission. Top speed is limited to 250 km/h (155 mph) but can be extended to 270 km/h (168 mph) with the optional M Driver’s package. The M2 Competition was introduced at the 2018 Beijing Auto Show and succeeded the standard M2 Coupé. Production began in July 2018. The M2 Competition uses the high performance S55 engine which is a variant of the 3.0-litre twin turbocharged straight six engine found in the F80 M3 and F82 M4. The engine features a redesigned oil supply system and modified cooling system from the BMW M4 with the Competition Package, and also features a gasoline particulate filter in certain European Union countries to reduce emissions. Compared to the standard M2, the S55 produces an additional 30 kW (40 hp) and 85 Nm (63 lb/ft), resulting in a larger and more sustained power output of 405 bhp between 5,370–7,200 rpm, and 550 N⋅m (406 lb⋅ft) at 2,350–5,230 rpm. The 0-100 km/h acceleration time is 4.4 seconds for six-speed manual transmission models, and 4.2 seconds for models with the 7-speed dual clutch transmission. Top speed is electronically limited to 250 km/h (155 mph), but the M Driver’s package can extend the limit to 280 km/h (174 mph) which is 10 km/h (6 mph) further than in the M2. The M2 Competition also has a carbon-fibre reinforced plastic strut bar, enlarged kidney grilles, and larger brake discs of 400 mm (15.7 in) in the front axle and 380 mm (15.0 in) in the rear axle. Because of the new engine and cooling system, the M2 Competition is 55 kg (121 lb) heavier than the standard M2 at 1,550 kg (3,417 lb) for manual transmission models and 1,575 kg (3,472 lb) for dual-clutch transmission models. Production ended in late 2022 in anticipation of the next generation car.

From the current ranger were examples of the latest Z4 and the M4.

CHEVROLET

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

DAIMLER

Although some of the older cars lived for a few months more, whilst production ramped up, the Jaguar XJ6 and Daimler Sovereign cars that were launched in 1968 were intended to replace all the saloon cars. Offered initially with a choice of 2.8 and 4.2 litre XK engines, these cars wowed the press and the public just as much as many of their predecessors had done, both for their excellence and the fact that they were priced well below their competitors. It was not long before there was a long waiting list. As if this was not enough, the new V12 engine which had first been seen in the Series 3 Jaguar E Type was slotted under the bonnet of the cars in Spring 1972, creating one of the fastest and most refined saloons available in the world. At the time, the fact that it would only average around 11 mpg was not an issue, but within 18 months, and the onset of the Yom Kippur war and the resultant fuel crisis of late 1973, suddenly these cars – desirable as they were – became rather harder to sell. A Series 2 model was launched in the autumn of 1973, with new front end styling and bumper height set to meet the requirements of the critical US market. A very elegant Coupe model was added to the range, though it took until 1975 before these cars entered production, and they were only made for 2 years, and fewer than 10,000 were made.

DODGE

The original Viper was intended to be a performance sports car. The project was started in 1988 at Chrysler’s Advanced Design Studios, when then-president Bob Lutz suggested to Tom Gale that the company should consider the production of a modern Cobra. A clay model was created months later, and the car later appeared as a concept in 1989 at the North American International Auto Show. Chief engineer Roy Sjoberg was then directed to develop the car after public reactions of the initial concept were highly positive. “Team Viper” was later formed with 85 engineers selected by Sjoberg, and development of the car began in March 1989, with full completion in February 1990. It was later introduced in 1991 at the Indianapolis 500 of that year with a pre-production car driven by Carroll Shelby, being forced to replace the Dodge Stealth because of complaints coming from the United Automobile Workers. It later went on sale as the Dodge Viper RT/10 Roadster in January 1992. The Viper lacks modern driver aids such as traction control and anti-lock brakes. The car also has no exterior-mounted door handles or key locks, and instead, entry is done by unzipping a vinyl window to reach the interior door release handle (when the canvas/hard top is in place). No air conditioning was installed on the car (the option for A/C was added in later 1994 models). There were also no airbags for weight reduction. The roof was made from canvas, and the windows were made from vinyl and used zippers to open and close. Despite these lack of features, the car still had some features in order for it to be tolerable as a daily driving car, such as manually-adjustable seats with lumbar support, an AM/FM stereo player, a clock, and carpeting. Later models of the Viper allowed the option for a lightweight fibreglass hard top to replace the standard canvas soft top. Lamborghini, who was owned by Chrysler Corporation at the time, assisted with the design of the aluminium-alloy V10 engine for the car, with the design based on Chrysler’s LA engine. Dick Winkles, the chief power engineer, was a major contributor on the engine project, and had spent time in Italy for the purpose of the engine’s development. The engine generated a maximum power output of 400 hp at 4,600 rpm and 465 lb/ft (630 Nm) and 3,600 rpm, and weighed 323 kg (712 lb). Fuel economy rated by the United States Environmental Protection Agency to be 12 mpg‑US (14 mpg‑imp) during city driving and 20 mpg‑US (24 mpg‑imp) on the highway, all made possible due to long gearing. The Dodge Viper has a curb weight of 1,490 kg (3,285 lb), with the body’s tubular steel frame and resin-transfer moulding fibreglass panels. The car is able to accelerate from 0–60 mph in 4.6 seconds, 0–100 mph in 9.2 seconds, completes a quarter mile in 12.6 seconds at the speed of 113.8 mph and has a maximum speed of 165 mph (266 km/h). Its large tyres allowed the car to average 0.96 lateral g in corners, which placed it among the best performance cars of its day, however, the car proved tricky for the unskilled drivers. The SRI was replaced by the updated SRII after a series of updates in 1995.

FERRARI

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

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

FORD

I’ve seen this car at Shelsley and other venues a number of times in the past. Sadly it’s not an original GT40 Mark III, as these are exceedingly rare, but rather a faithful replica of what was intended to be road-going version of Ford’s dramatic sports car of the 1960s.

Ford introduced a re-designed 2005 model year Mustang at the 2004 North American International Auto Show, codenamed “S197”, that was based on the new D2C platform. Developed under the direction of chief engineer Hau Thai-Tang, a veteran engineer for Ford’s IndyCar program under Mario Andretti, and exterior styling designer Sid Ramnarace, the fifth-generation Mustang’s styling echoes the fastback Mustang models of the late-1960s. Ford’s senior vice president of design, J Mays, called it “retro-futurism”. The fifth-generation Mustang was manufactured at the Flat Rock Assembly Plant in Flat Rock, Michigan. For the 2005 to 2010 production years, the base model was powered by a 210 hp cast-iron block 4.0 L SOHC V6, while the GT used an aluminium block 4.6 L SOHC three-valve Modular V8 with variable camshaft timing (VCT) that produced 300 hp. Base models had Tremec T5 five-speed manual transmissions with Ford’s 5R55S five-speed automatic being optional. Automatic GTs also featured this, but manual GTs had the Tremec TR-3650 five-speeds. The 2010 model year Mustang was released in the spring of 2009 with a redesigned exterior — which included sequential LED taillights — and a reduced drag coefficient of 4% on base models and 7% on GT models. The engine for base Mustangs remained unchanged, while the GT’s 4.6 L V8 was revised resulting in 315 hp at 6,000 rpm and 325 lb/ft (441 Nm) of torque at 4,255 rpm. Other mechanical features included new spring rates and dampers, traction and stability control system standard on all models, and new wheel sizes. Engines were revised for 2011, and transmission options included the Getrag-Ford MT82 six-speed manual or the 6R80 six-speed automatic based on the ZF 6HP26 transmission, licensed for production by Ford. Electric power steering replaced the conventional hydraulic version. A new 3.72 L (227 cu in) aluminium block V6 engine weighed 40 lb (18 kg) less than the previous version. With 24 valves and twin independent variable cam timing (TiVCT), it produced 305 hp and 280 lb/ft (380 Nm) of torque. The 3.7 L engine came with a new dual exhaust. GT models included 32-valve 5.0 L engine (4,951cc or 302.13 cu. in) (also referred to as the “Coyote”) producing 412 hp and 390 ft-lbs of torque. Brembo brakes were optional along with 19-inch wheels and performance tyres. The Shelby GT500’s 5.4 L supercharged V8 block is made of aluminium making it 102 lb (46 kg) lighter than the iron units in previous years. It was rated at 550 hp and 510 lb/ft (690 Nm) of torque. For 2012, a new Mustang Boss 302 version was introduced. The engine had 444 hp and 380 lb/ft (520 Nm) of torque. A “Laguna Seca” edition was also available, which offered additional body bracing, the replacement of the rear seat with a steel “X-brace” for stiffening, and other powertrain and handling enhancements. In the second quarter of 2012, Ford launched an update to the Mustang line as an early 2013 model. The Shelby GT500 had a new 5.8 L supercharged V8 producing 662 hp. The Shelby and Boss engines came with a six-speed manual transmission. The GT and V6 models revised styling incorporated the grille and air intakes from the 2010–2012 GT500s. The decklid received a black cosmetic panel on all trim levels. The GT’s 5.0 liter V8 gained eight horsepower from 412 hp to 420 hp. The sixth generation Mustang was unveiled on December 5, 2013,

After a 17 year hiatus, the fifth instalment of the Mach 1 uses the GT’s 5.0 L Coyote V-8 producing 480 hp at 7,000 rpm and 420 lb/ft (569 Nm) at 4,600 rpm, which is same output of the Mustang Bullitt. The 2022 model produces 470 hp and 410 lb-ft at 4,600 rpm, which is a loss of 10 hp and 10 lb-ft of torque. It borrows several parts from the Shelby models: the intake manifold, oil-filter adapter, engine oil cooler, and front and rear subframe are shared with the Shelby GT350, while the rear axle cooling system, rear toe link, and rear diffuser are shared with the Shelby GT500. On the front grille, at each side of the pony badge there are two large vent holes. “Mach 1 performance is evident even before you get behind the wheel. Its streamlined design and exterior styling cues celebrate Mach 1 heritage dating back more than five decades. Sure, every Mustang looks good in the driveway, but the Mach 1 was made to shine on the track. The unique handling dynamics and an available Mach 1 Handling Package help you feel stuck to the road, around curves and when you’re hitting the straightaway at a 168 mph max speed. Better yet, it’s completely customizable in appearance, powertrain and performance, so you can put your spin on this icon.

HOLDEN

The Gen-F series, based on the VF Commodore series went on sale in August 2013. The HSV GTS became the most powerful production car ever produced in Australia, with 585 PS (577 bhp) and 740 Nm (546 lb/ft) of torque. Its retail price was considerably higher than the equivalent E Series 3 models, costing over $90,000. The range of cars  included: Clubsport R8; Clubsport R8 SV Black (350 made); Clubsport R8 Tourer; Clubsport R8 25th Anniversary (limited edition); Clubsport R8 LSA; Clubsport R8 Track Edition; Grange; GTS; GTSR; GTSR W1; GTS Maloo; GTSR Maloo; GTSR W1 Maloo (Only 5 made, sold to VIP); Maloo; Maloo R8; Maloo R8 LSA; Maloo R8 LSA 30th Anniversary (limited edition); Maloo R8 SV Black; Senator Signature; Senator SV (limited edition). Small numbers of the cars were sold in the UK with Vauxhall badging as the VXR8 GTS. It arrived in 2013, 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.

HONDA

The Honda Beat is a kei car produced from May 1991 until February 1996. It is a two-seater roadster with a rear mid-engine, rear-wheel-drive layout. The last car to be approved by Soichiro Honda before he died in 1991, in total around 33,600 were made, with roughly two-thirds of these built in the first year of production. The design of the car originated from Pininfarina, who then sold the design plan to Honda. The Beat was one of many cars designed to take advantage of Japan’s tax-efficient kei car class. There were two mainstream models of the Beat (the PP1–100 and the PP1–110) and a couple of limited edition versions. Variations on the first model were just cosmetic updates. Only the second model had any real mechanical differences. All cars were offered with the option of a driver-side airbag. The car was marketed by Honda as “Midship Amusement” and was sold exclusively in Japan, at Honda Primo dealership sales channels. In typical Honda fashion, the Beat’s engine did not utilize a turbocharger or supercharger. The 656 cc engine was modified with the MTREC (Multi Throttle Responsive Engine Control) system, with individual throttle bodies for each of the three cylinders, to produce 64 PS (63 bhp) at 8,100 rpm with an electronically-limited top speed of 135 km/h (84 mph). Only a 5-speed manual transmission was available. The MTREC design would filter down to the 1993 Honda Today kei car. The Beat was the first kei car to feature disc brakes on all four wheels. The Beat was part of a wave of kei car-sized sports cars in the early 1990s; its competitors included the Suzuki Cappuccino and Mazda’s Autozam AZ-1. Together they anticipated the arrival of the Smart Roadster over a decade later, while Japan would not see a new model of the genre until the 2002 Daihatsu Copen.

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

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

JAGUAR

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

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

Final Jaguar here was an example of the current sports car, the F Type.

LAMBORGHINI

The Aventador has been a huge success for Lamborghini. It was first seen at the 2011 Geneva Show, with the full name of Aventador LP700-4 Coupe, the numbers denoting the output of 700 bhp from the all-new V12 engine and the 4 meaning four wheel drive, something which has featured on every Aventador since. The launch price was £250,000 but even so within a month, Lamborghini had a year’s worth of orders, and within a year, 1000 had been built. In November 2012 a Roadster version arrived, which was very similar to the Coupe, but with a lift-out roof panel. A suite of mechanical changes came at this point, with a cylinder deactiviation technology helping to improve fuel consumption and cut emissions. To mark half a century of car production, in April 2013, the LP720-4 50th Anniversary was launched, with 100 units available. As well as the extra 20 bhp, these had a mildly redesigned nose and tail, special paintwork and unique interior trim. A Roadster version followed in December 2014, the LP 700-4 Pirelli Edition. This did not have the extra power, but did feature two tone paint, unique wheels and a transparent engine cover, with the engine bay finished in carbon fibre. Lamborghini turned up the wick in March 2015 with the LP750-4 SuperVeloce, or SV for short, which featured and extra 50 bhp and a 50 kg weight reduction largely thanks to the use of more carbon fibre. A Roadster version followed a few months later. The last variant was announced at on Lamborghini’s social channels in July 2021. It was limited to 600 units (350 Coupés, 250 Roadsters). It came with the standard features of the Aventador S and SVJ. The engine produced 780 PS ( 769 bhp) and the same 720 Nm (531 lb/ft) of torque as the SVJ. Lamborghini claimed acceleration of 0–100 km/h (0–62 mph) in 2.84 seconds. with top speed of 356 km/h (221 mph). The Coupé has a claimed kerb weight of 1,550 kg (3,417 lb). In February 2022, after production had ended, 15 cars were destroyed when car carrier ship Felicity Ace, caught fire and sank near the Azores. Lamborghini restarted production of the Ultimae to replace those 15 destroyed cars. The very last Ultimae, and thus the very last production Aventador rolled off the line in July 2022. It was customized as an homage to a one-of-a-kind 1968 Lamborghini Miura P400, painted in Azzuro Flake blue with silver wheels and white leather interior.

LANCIA

Homologation requirements for the World Rally Championship’s Group B mandated Lancia to produce at minimum 200 verifiable road-going examples in order to compete with the 037. 207 037 Stradale (Italian for “road going/for the road”) cars are known to have been produced from 1982 through 1984. This road-going 037 variant was equipped with an Abarth-developed DOHC 2.0-litre (1,995 cc) 16-valve Inline-four engine, mated to an Abarth Volumex Roots-type supercharger generating 205 hp at 7,000 rpm. It was capable of pushing the car to over 220 km/h (137 mph) and to 100 km/h (62 mph) from a standstill in 5.8 seconds.

Lancia launched the Delta in 1979, as what we would now think of as a “premium hatch”. Offered in 1300 and 1500cc engines, this car, which collected the prestigious “Car of the year” award a few months later, brought Italian style and an expensive feeling interior to a new and lower price point in the market than Lancia had occupied since the early days of the Fulvia some 15 years earlier. The range grew first when a model was offered using the 4 speed AP automatic transmission and then in late 1982, more powerful models started to appear, with first a 1600cc engine, and then one with fuel injection, before the introduction of the HF Turbo. All these cars kept the same appearance and were quite hard to tell apart. These were the volume models of the range, but now they are very definitely the rare ones, as it is the performance versions which have survived and are now much loved classics, even though relatively were sold when they were new, thanks to a combination of the fact that they were quite costly and that they only ever came with left hand drive. The Integrale evolved over several years, starting off as the HF Turbo 4WD that was launched in April 1986, to homologate a new rally car for Lancia who needed something to fill the void left by the cancellation of Group B from the end of 1986. The Delta HF 4X4 had a four-wheel drive system with an in-built torque-splitting action. Three differentials were used. Drive to the front wheels was linked through a free-floating differential; drive to the rear wheels was transmitted via a 56/44 front/rear torque-splitting Ferguson viscous-coupling-controlled epicyclic central differential. At the rear wheels was a Torsen (torque sensing) rear differential. It divided the torque between the wheels according to the available grip, with a maximum lockup of 70%. The basic suspension layout of the Delta 4WD remained the same as in the rest of the two-wheel drive Delta range: MacPherson strut–type independent suspension with dual-rate dampers and helicoidal springs, with the struts and springs set slightly off-centre. The suspension mounting provided more isolation by incorporating flexible rubber links. Progressive rebound bumpers were adopted, while the damper rates, front and rear toe-in and the relative angle between springs and dampers were all altered. The steering was power-assisted rack and pinion. The car looked little different from the front wheel drive models. In September 1987, Lancia showed a more sophisticated version of the car, the Lancia Delta HF Integrale 8V. This version incorporated some of the features of the Delta HF 4WD into a road car. The engine was an 8-valve 2 litre fuel injected 4-cylinder, with balancing shafts. The HF version featured new valves, valve seats and water pump, larger water and oil radiators, more powerful cooling fan and bigger air cleaner. A larger capacity Garrett T3 turbocharger with improved air flow and bigger inter-cooler, revised settings for the electronic injection/ignition control unit and a knock sensor, boosting power output to 185 bhp at 5300 rpm and maximum torque of 224 lb/ft at 3500 rpm. The HF Integrale had permanent 4-wheel drive, a front transversely mounted engine and five-speed gearbox. An epicyclic centre differential normally split the torque 56 per cent to the front axle, 44 per cent to the rear. A Ferguson viscous coupling balanced the torque split between front and rear axles depending on road conditions and tyre grip. The Torsen rear differential further divided the torque delivered to each rear wheel according to grip available. A shorter final drive ratio (3.111 instead of 2.944 on the HF 4WD) matched the larger 6.5×15 wheels to give 24 mph/1000 rpm in fifth gear. Braking and suspension were uprated to 284 mm ventilated front discs, a larger brake master cylinder and servo, as well as revised front springs, dampers, and front struts. Next update was to change the engine from 8 valves to 16. The 16v Integrale was introduced at the 1989 Geneva Motorshow, and made a winning debut on the 1989 San Remo Rally. It featured a raised centre of the bonnet to accommodate the new 16 valve engine, as well as wider wheels and tyres and new identity badges front and rear. The torque split was changed to 47% front and 53% rear. The turbocharged 2-litre Lancia 16v engine now produced 200 bhp at 5500 rpm, for a maximum speed of 137 mph and 0–100 km/h in 5.5  seconds. Changes included larger injectors, a more responsive Garrett T3 turbocharger, a more efficient intercooler, and the ability to run on unleaded fuel without modification. The first Evoluzione cars were built at the end of 1991 and through 1992. These were to be the final homologation cars for the Lancia Rally Team; the Catalytic Evoluzione II was never rallied by the factory. The Evoluzione I had a wider track front and rear than earlier Deltas. The bodyside arches were extended and became more rounded. The wings were now made in a single pressing. The front strut top mounts were also raised, which necessitated a front strut brace. The new Integrale retained the four wheel drive layout. The engine was modified to produce 210 bhp at 5750 rpm. External changes included: new grilles in the front bumper to improve the air intake for engine compartment cooling; a redesigned bonnet with new lateral air slats to further assist underbonnet ventilation; an adjustable roof spoiler above the tailgate; new five-bolt wheels with the same design of the rally cars; and a new single exhaust pipe. Interior trim was now grey Alcantara on the Recaro seats, as fitted to the earlier 16V cars; leather and air conditioning were offered as options, as well as a leather-covered Momo steering wheel. Presented in June 1993, the second Evolution version of the Delta HF Integrale featured an updated version of the 2-litre 16-valve turbo engine to produce more power, as well as a three-way catalyst and Lambda probe. A Marelli integrated engine control system with an 8 MHz clock frequency which incorporates: timed sequential multipoint injection; self-adapting injection times; automatic idling control; engine protection strategies depending on the temperature of intaken air; Mapped ignition with two double outlet coils; Three-way catalyst and pre-catalyst with lambda probe (oxygen sensor) on the turbine outlet link; anti-evaporation system with air line for canister flushing optimised for the turbo engine; new Garrett turbocharger: water-cooled with boost-drive management i.e. boost controlled by feedback from the central control unit on the basis of revs/throttle angle;   Knock control by engine block sensor and new signal handling software for spark park advance, fuel quantity injected, and turbocharging. The engine now developed 215 PS as against 210 PS on the earlier uncatalysed version and marginally more torque. The 1993 Integrale received a cosmetic and functional facelift that included. new 16″ light alloy rims with 205/45 ZR 16 tyres;  body colour roof moulding to underline the connection between the roof and the Solar control windows;  aluminium fuel cap and air-intake grilles on the front mudguards; red-painted cylinder head; new leather-covered three-spoke MOMO steering wheel; standard Recaro seats upholstered in beige Alcantara with diagonal stitching. In its latter years the Delta HF gave birth to a number of limited and numbered editions, differing mainly in colour, trim and equipment; some were put on general sale, while others were reserved to specific markets, clubs or selected customers.

LOTUS

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

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.

It is now over 25 years since Lotus launched the Elise, a model which showed a return to the core values of simplicity and light-weight which were cornerstones of Colin Chapman’s philosophy when he founded the marque in 1955. The first generation Elise was produced for just over 4 years, with a replacement model, the Series 2 arriving in October 2000. It came about as the Series 1 could not be produced beyond the 2000 model production year due to new European crash sustainability regulations. Lacking the funding to produce a replacement, Lotus needed a development partner to take a share of investment required for the new car. General Motors offered to fund the project, in return for a badged and GM-engined version of the car for their European brands, Opel and Vauxhall. The result was therefore two cars, which although looking quite different, shared much under the skin: a Series 2 Elise and the Vauxhall VX220 and Opel Speedster duo. The Series 2 Elise was a redesigned Series 1 using a slightly modified version of the Series 1 chassis to meet the new regulations, and the same K-series engine with a brand new Lotus-developed ECU. The design of the body paid homage to the earlier M250 concept, and was the first Lotus to be designed by computer. Both the Series 2 Elise and the Opel Speedster/Vauxhall VX220 were built on the same production line, in a new facility at Hethel. Both cars shared many parts, including the chassis, although they had different drive-trains and power-plants. The VX220 carried the Lotus internal model identification Lotus 116, with the code name Skipton for the launch 2.2 normally aspirated version and Tornado for the 2 litre Turbo which came out in 2004. Fitted with 17 inch over the Elise’s 16 inch front wheels, the Vauxhall/Opel version ceased production in late 2005 and was replaced by the Opel GT for February 2007, with no RHD version for the United Kingdom. The Elise lived on. and indeed production only ceased at the end of 2021 and there have been countless different versions produced in that time. Whilst the first of the Series 2 cars came with the Rover K-Series engine, and that included the 111S model which had the VVC engine technology producing 160 hp, a change came about in 2005 when Lotus started to use Toyota engines. This was initially due to Lotus’ plans to introduce the Elise to the US market, meaning that an engine was needed which would comply with US emissions regulations. The selected 1.8 litre (and later 1.6 litre) Toyota units did, and the K-series did not. that MG-Rover went out of business in 2005 and engine production ceased confirmed the need for the change. Since then, Lotus have offered us track focused Elise models like the 135R and Sport 190, with 135 bhp and 192 bhp respectively, as well as the 111R, the Sport Racer, the Elise S and Elise R. In 2008 an even more potent SC model, with 218 bhp thanks to a non-intercooled supercharger was added to the range. In February 2010, Lotus unveiled a facelifted version of the second generation Elise. The new headlights are now single units; triangular in shape they are somewhat larger than the earlier lights. The cheapest version in Europe now has a 1.6 litre engine to comply with Euro 5 emissions, with the same power output as the earlier 1.8 136bhp car.

Also here was an example of the latest Lotus model, the Emira, deliveries of which are finally underway so the car is starting to appear at events now.

MASERATI

Sole Maserati here was my Ghibli.

MERCEDES-BENZ

The R170 Mercedes-Benz SLK-Class is the first generation of the Mercedes-Benz SLK-Class range of compact luxury roadsters produced by Mercedes-Benz between 1996 and 2004. SLK stands for the company’s design mission to create a sportlich (sporty), leicht (light) and kurz (compact) roadster, and is based on a shortened platform of the W202 Mercedes C-Class. The R170 Mercedes SLK is based on the SLK I Concept and SLK II Concept, which is a two-seater roadster concept car that features a folding metal electro-hydraulic roof, dubbed ‘vario-roof’ by Mercedes, and takes 25 seconds to operate. A German design patent was filed on 30 September 1993, with the final production version of the SLK introduced at the Turin Motor Show on 22 April 1996. The R170 SLK is based on the W202 C-Class platform, sharing many drivetrain and chassis components, as well as using a shortened version of the floor pan. The wheelbase is also identical to the wheelbase of the 190SL and 300SL, at 2,400 mm (94 in). The platform of the R170 Mercedes SLK is also used by the Chrysler Crossfire, which shares 80% of its components with the car. The SLK 200 was exported and sold exclusively to Italy, Netherlands, Portugal, Turkey, and Greece, and was only available with the Getrag five-speed manual transmission in most countries. After the 2000 facelift, the SLK 200 Kompressor was introduced to the worldwide market, replacing the SLK 200. The SLK 32 AMG was introduced in 2001, designed to rival the BMW M Roadster and Porsche Boxster S. The car featured the same M112 engine as in the SLK 320, but has a helical twin-screw supercharger and water-to-air intercooler. The SLK 32 AMG introduced Mercedes’ new ‘SpeedShift’ 5G-Tronic (automatic) transmission, that allow for manual shifting of the gears, and faster automatic downshifts before overtaking. There was no manual transmission option available for the SLK 32 AMG. The SLK 32 AMG features a more angular steering wheel, AMG instrument dials, an updated front and rear bumper with larger air intakes, and larger brakes; from 300 mm (12 in), upgraded to 334 mm (13 in) in diameter. SLK 32 production started from January 2001, to March 2004. A total of 4,333 were produced; 979 were sold in Germany, 2,056 were imported to the US, and 263 to the UK. It was replaced by the Mercedes R171 SLK in 2004.

The second generation Mercedes-Benz SLK, internally designated model R171, is a two-passenger, front-engine, rear-drive, retractable hardtop roadster, unveiled at the 74th Geneva International Motor Show—and manufactured and marketed for model years 2004–2010. Currently in its third generation and manufactured at Mercedes’ Bremen plant, the SLK nameplate designates Sportlich (sporty), Leicht (light), and Kurz (compact). The R171 features a number of revisions compared to its predecessor, the R170: a 30mm longer wheelbase, increased length (72mm) and width (65mm), 40% increased use of high strength steel, seven-speed automatic transmission, adaptive two-stage airbags, head/thorax sidebags and a revised roof mechanism (marketed as the Vario roof) deployable in 22 seconds (previously 25 seconds) with a rotary-pivoting rear window enabling a more compact folded roof stack and trunk storage increased by 63 litres with the roof retracted.[6] Optional features include remote operation of the retractable hardtop as well as an innovative forced air, neck-level heating system integral to the headrests, marketed as Airscarf. The fully galvanized bodywork, which features 19 percent improvement in static bending and 46 percent improvement in torsional strength with the roof down, also features a 3% improvement in aerodynamic efficiency, with a Cd value of 0.32. The design has been aerodynamically optimised to minimise interior draughts with the top retracted and includes a fabric windblocker which can be pulled up over the two roll-over bars. Mercedes marketed the R171’s tapering front end styling by designer Steve Mattin as “Formula One-inspired”. In 2008, the SLK reached sales of 500,000.  The R171 SLK were the last series that a manual transmission was available in a 6 Cylinder Mercedes-Benz Convertible. The successor to the R171, R172, only offered manual transmission in their 4-cylinder vehicles. This car is the prized possession of my friend, Steven Homer.

 

The C209/A209 Mercedes-Benz CLK-Class is the second generation of the Mercedes-Benz CLK-Class range of mid-size / compact executive coupes produced between 2001 and 2009. The body styles of the range are: 2-door coupé (C209) and 2-door convertible (A209). The C209/A209 CLK is based on the Mercedes W203 C-Class platform, and uses rack-and-pinion steering, instead of the recirculating ball design from the previous generation. It also uses a three-link front suspension, and aluminium rear multi-link suspension. Compared to its predecessor, the second generation CLK is 61 mm (2.4 in) longer, 18 mm (0.7 in) wider, and 28 mm (1.1 in) taller.[. At introduction, a 3.2-litre V6, 5.0-litre V8, 5.4-litre V8, and 2.7L inline-5 diesel engine was available, which were all replaced by 2006. The production version CLK was unveiled at the 2002 Geneva Motor Show. Convertible CLK models feature a three-layered electric soft top, that can be operated via the keyfob or at speeds up to 8 km/h (5 mph) in 20 seconds. Convertible models were originally manufactured by Karmann in Osnabrück in 2003, but production was later moved to Bremen, Germany in 2004. The CLK Cabriolet was unveiled at the 2003 Geneva Motor Show. It was replaced by the Mercedes-Benz C207/A207 E-Class in 2010.In some cases, the Mercedes-Benz C205/A205 C-Class also replaced it; with the 43 and 63 AMG versions being the sole example (as replacements for the CLK 55 and CLK 63).

Final Mercedes here of not was the current top of the range sport car, the AMG GT.

MG

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

In advance of the all-new MX5 rival that was still some way off production, MG decided to re-enter the open topped sports car market in 1992 when they launched the MGR V8, which combined new body panels with the standard MGB body shell to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential was also fitted. The interior featured veneered burr elm woodwork and Connolly Leather. The engine produced 190 bhp at 4,750 rpm, achieving 0–60 mph in 5.9 seconds, which was fast but largely due to the rear drum brakes and rear leaf springs, the RV8 was not popular with road testers at the time. A large proportion of the limited production went to Japan – 1579 of the 2000 produced. Only 330 RV8s were sold initially in the UK, but several hundred (possibly as many as 700) of these cars were re-imported back to the UK and also Australia between 2000–2010 with a peak number of 485 registered at the DVLA in the UK.

MG re-entered the sports car market in 1995 with the launch of the MGF Two versions of this mid-engined and affordable rival to the Mazda MX5 were offered: both of which used the 1.8 litre K-Series 16-valve engine. The cheaper of the two put out  118 hp and the more costly VVC model (by dint of its variable valve control) had 143 hp.  Rover Special Projects had overseen  the development of the F’s design and before finalising the styling bought-in outside contractors to determine the most appropriate mechanical configuration for the new car. Steve Harper of MGA Developments produced the initial design concept in January 1991 (inspired by the Jaguar XJR-15 and the Ferrari 250LM), before Rover’s in house design team refined the concept under the leadership of Gerry McGovern. The MGF used the Hydragas suspension, a system employing interconnected fluid and gas displacers, which gave the car a surprisingly compliant ride and which could be tuned to provide excellent handling characteristics. The MG F quickly shot to the top of the affordable sports car charts in Britain and remained there until the introduction of the MG TF in 2002. The MG F underwent a facelift in Autumn of 1999 which gave the car a revised interior as well as styling tweaks and fresh alloy wheels designs. There was also the introduction of a base 1.6 version and a more powerful 160 hp variant called the Trophy 160, which had a 0-60 mph time of 6.9 seconds. It was only produced for a limited time. An automatic version with a CVT called the Steptronic was also introduced. A comprehensive update in 2002 resulted in  the MG TF,  named after the MG TF Midget of the 1950s. Based upon the MG F platform but heavily redesigned and re-engineered, the most significant mechanical changes were the abandonment of Hydragas suspension in favour of conventional coil springs, the new design of the air-induction system that along with new camshafts produces more power than in MG F engines, and the torsional stiffness of the body increased by 20%. Various cosmetic changes included a revised grille, redesigned front headlights, bumpers, side air-intake grills and changes to the rear boot,. The car continued to sell well.  Production was suspended when MG-Rover went out of business, but resumed again in 2007 when Nanjing built a number more.

MINI

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

MORGAN

NISSAN

This is an S15-generation Silvia, a car not sold new in the UK, though its predecessors had been, under the name 240SX. New in 1999, the engine of the S15 now boasting 250 PS (247 bhp) at 6,400 rpm and 275 Nm; 203 lb/ft at 4,800 rpm of torque from its SR20DET Inline-four engine, thanks to a ball bearing turbocharger upgrade, as well as improved engine management system. The non-turbo SR20DE produced 165 PS. The S15 Silvia included aggressive styling inside and out, updating the previous Silvia styling in-line with modern car design trends. The body dimensions were reduced from the previous generation so that it would comply with Japanese Government compact class, which had an effect on sales of the previous model. The S15 Silvia model lineup was initially simplified to just the Spec-S and Spec-R, both models offering an “Aero” variant with a large rear wing and side skirts/valances. This generation of the Silvia was only sold in Japan, Australia and New Zealand but was available as a grey import in most other countries. In Australia and New Zealand the car was sold as the Nissan 200SX. Within the Australian domestic market (AUDM), the S15 sold in 2 trim levels as noted above; Spec-S and Spec-R – however both models featured the SR20DET motor, albeit slightly detuned from the JDM spec cars. Nissan S15s were never officially sold with the naturally aspirated SR20DE engine in Australia or New Zealand. These two models were available at Nissan showrooms until the Nissan 200SX GT was introduced in 2002, the last year of production for the S15. Main differences here were namely the wheels being finished in a silver shadow chrome, chrome interior door handles, chrome gear selector surround, “sports” metal pedal set and an updated larger rear wing. As of August 2002, Nissan stopped producing the S platform with the S15-series Nissan Silvia being the final variant. Production of the Silvia ended amidst Nissan’s efforts to reduce its myriad of platforms. The S15 Silvia was therefore the last car to hold the Silvia badge. Nissan’s worldwide sports car platform is now the FM platform, which underpins the current Fairlady Z (the 350/370Z outside Japan), as well as the 2001–present Nissan Skyline (the Infiniti G35/37 in North America).

PEUGEOT

Before the 205, Peugeot was considered the most conservative of France’s “big three” car manufacturers, producing large saloons such as the 504 and 505, although it had entered the modern supermini market in 1973 with the Peugeot 104. The genesis of the 205 lay within Peugeot’s takeover in 1978 of Chrysler’s European divisions Simca and the former Rootes Group, which had the necessary expertise in making small cars including the Simca 1100 in France and Hillman Imp in Britain. It was around this time that Peugeot began to work on the development of a new supermini for the 1980s. It was launched on 24 February 1983, and was launched in right-hand drive form for the UK market in September that year. Shortly after its launch, it was narrowly pipped to the European Car of the Year award by the similar sized Fiat Uno, but ultimately (according to the award organizers) it would enjoy a better image and a longer high market demand than its Italian competitor. It was one of five important small cars to be launched onto the European market within a year of each other: the other four were the Uno, the second generation Ford Fiesta, the original Opel Corsa (sold as the Vauxhall Nova on the British market) and the original Nissan Micra. Its launch also closely followed that of the Austin Metro and Volkswagen Polo Mk2. The styling of the 205 is often thought to be a Pininfarina design, although Gerard Welter claims that it is an in-house design; Pininfarina only styled the Cabriolet. It is often credited as the car that turned Peugeot’s fortunes around. The fully independent suspension used the now standard PSA Peugeot Citroën layout that had debuted in the Peugeot 305 estate. A key ingredient of the success of the 205, it had MacPherson struts at the front and trailing arms with torsion bars at the rear. The rear suspension was very compact, designed to minimise suspension intrusion into the boot, giving a wide flat loadspace, while providing excellent ride and handling. Early 205s used the X petrol engine [n 1] from the older Peugeot 104, although these were later (1987–1988) replaced with the newer XU and TU-series engines, which were of PSA design. Engines ranged in displacement from 954 cc to 1905 cc, in carburettor or fuel injected versions. The diesel models employed the PSA XUD engine, lifted from the Citroën BX which was introduced in September 1982. These engines had a capacity of 1769 cc (XUD7) and 1905 cc (XUD9) and are closely related to the XU5 and XU9 petrol engines in the BX16 and BX19 of the time. The diesel engines were world-beating and so petrol-like that many buyers were won over by petrol car performance combined with diesel economy. For instance, the 205 GRD (1.8 Diesel, 59 bhp, 78 lb/ft (105.8 Nm)) was as fast as, yet smoother than, the 205 GR (1.4 Petrol, 59 bhp, 78 lb/ft (105.8 Nm)), due to the engine developing peak torque at much lower rpm, while using much less fuel. There were various versions intended for commercial use, such as the two-seater XA-series. There was also the “205 Multi”, a tall-bodied special version on XA or XE-basis built by independent coachbuilders like Gruau and Durisotti. Gruau called their XA-based two-seater version the “VU”, while the five-seat XE-based version was called the “VP”. Durisotti began building the 205 Multi in 1986; it was called the “205 Multi New Look”. The 205 was an instant hit, and its styling was echoed in every Peugeot model that was to follow. The exterior styling was never facelifted or significantly altered in its 15-year production run. There was a dashboard redesign for the 1988 model year, and in late 1990 the 205 received new door design and cards, clear front indicators, new ‘smoked’ rear light clusters, single point petrol injection and catalytic converters were introduced, to meet the new 1992 pollution limits. These updates came at a crucial time, as 1990 also saw the arrival of a completely new French competitor, the Renault Clio, while the Rover Metro and Volkswagen Polo were also heavily updated, and Ford had already replaced its Fiesta with a third generation model. Still, the 205 was still widely regarded in the motoring press as the benchmark car in this sector by 1990. At the beginning of 1993, Peugeot launched the 306, which officially replaced the 309; the arrival of this car also diminished the 205’s role (and its sales figures) in the Peugeot range, as had the arrival of the smaller 106 in September 1991 – although the final demise of the 205 was still some years away. The engines were continuously updated, with the new TU engines introduced in 1988. In 1991, the 205 dTurbo was launched with a powerful turbocharged version of the 1,769 cc xud diesel engine. After several years of gradually declining sales, the Peugeot 205 was discontinued in the United Kingdom in 1996. The Peugeot 205 was still offered in the “Sacré Numéro” and “Génération” models until the end of the production in 1998. The last models were GLD 1.8 configuration and were sold in Argentina. Most of the later European versions were only sold in France. Due to the pressure from the market, with buyers wanting a Peugeot supermini in the mould of the 205 again, the company finally built a direct replacement in the 206, which was launched in 1998. 5,278,050 Peugeot 205s have been sold, and a significant percentage of them were still in circulation as of 2009. By 2014, there were still as many as 14,000 on the road in the United Kingdom, compared to the peak high of 374,773 in 1994. With potentially as many 400,000 sales in the UK, it became the best selling car ever sold by Peugeot in the UK – although its success was emulated a few years later by the larger 306 and later by the 206. It also helped boost the popularity of the Peugeot brand there, and was at least a factor in Peugeot’s decision to phase out the Talbot brand in the mid 1980s when launching new models to be built at the former Rootes Group plant near Coventry and the former Simca plant at Poissy.

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.

This rather understated looking car is the 208 GTi, which sat at the top of the 208 hatchback range. The GTi version arrived in 2014, a few months after the cooking models. The 208 GTi is fitted with a 1.6 litre turbo (1,598 cc) four cylinder in line turbo petrol Prince engine producing 197 bhp at 5,800 rpm and 203 lb/ft (275 Nm) of torque at 1,700 rpm, and is fitted with a six speed manual transmission. This first GTi model has since been replaced by the 208 GTi by PeugeotSport which is directly derived from the limited edition ’30ème Anniversaire Edition’ which put out 208 bhp with revised suspension and an optional two tone paint job, along with a facelift of the original bumpers and other small changes. The car was well received by the press but did not sell that strongly, with production ending i 2018 in advance of the second generation 208 (which does not feature a GTi version).

PORSCHE

The 356 was created by Ferdinand “Ferry” Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilising unitised pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia (Gmünd)”. The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminium, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminium bodied cars from that very small company are what we now would refer to as prototypes. Porsche contracted with Reutter to build the steel bodies and eventually bought the Reutter company in 1963. The Reutter company retained the seat manufacturing part of the business and changed its name to Recaro. Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor.  It was always common for owners to race the car as well as drive them on the streets. They introduced the four-cam racing “Carrera” engine, a totally new design and unique to Porsche sports cars, in late 1954. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced. The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and then finally the 356 C. To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupés and “cabriolets” (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera 4 cam engine as an option. In late 1959 the T5 356 B appeared; followed by the redesigned T6 series 356 B in 1962. The final version was the 356 C, little changed from the late T6 B cars but with disc brakes to replace the drums.

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.

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

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

The third-generation Boxster (internally known as the 981) was announced on 13 March 2012 at the Geneva Motor Show with sales starting in early summer 2012. The 981 Boxster reflected the new design language from the 911 (991) and 918, and featured new and revised engine and transmission specifications. Together with a new body, the type 981 Boxster featured a new, 40 per cent more torsionally rigid chassis, the front track was 40 mm (1.6 in) wider, the rear 18 mm (0.7 in) wider and the wheelbase extended by 60 mm (2.4 in), but with a small weight reduction of up to 35 kg (77 lb) compared to the previous type 987 Boxster. The standard Boxster was fitted with a new 2.7-litre flat-6 engine, and the Boxster S was fitted with the existing 3.4-litre engine but with revised performance. Both engines were equipped with a 6-speed manual gearbox and an optional 7-speed reworked PDK. Both manual and automatic models were available with several technical options, including Porsche Torque Vectoring (PTV) and a Sport Chrono Package that included active transmission mounts, and made the PDK-equipped model even faster. Porsche claimed that the new generation Boxster provided fuel savings of 15% over the outgoing model. The range was expanded in March 2014 with the addition of the GTS derivative, with slightly altered front and rear bumpers and an additional 15 PS/ 15 bhp from the 3.4-litre engine. In 2015 the GT4 derivative was introduced, seeing the engine from a 991.1 Carrera S rotated 180 degrees. The GT4 also saw a lowered ride height, altered bumpers, a rear wing and additional GT package upgrades including brakes and certain suspension components from a 991.1 GT3. These special cars where manufactured from 2015 – 2016 with a total of 2500 being made, making this model one of the more desirable collector’s cars in Porsche’s lineup. The GT4 was widely considered one of the best cars of 2015/2016 where it won many awards for its impeccable handling and performance. The third generation Cayman was unveiled at the 2012 Geneva Motor Show. The production version of the 981 Cayman was released as a 2014 model in the spring of 2013. The new car was available in both the standard trim with a 2.7-litre engine, and in the S trim with a 3.4-litre engine. Both versions were available with either a 6-speed manual or a dual-clutch 7-speed PDK transmission. The 981 Cayman featured upgrades including a new body, a longer wheelbase, a wider front track, electrically powered steering, and a redesigned interior that matched the firm’s contemporaneous 911 models. The new model gained acclaim in the motoring press as one of the best handling sports cars at any price, due to its mid-engine layout and driving dynamics. The Cayman S benefited from the same engine and running gear as Porsche’s 3.4-litre version of the 911. A heavily revamped version of both models, known as the 982 generation was launched in 2016 to replace these cars.

Completing the array of Porsche models was the all-electric Taycan.

RENAULT

Attracting a lot of interest was this immaculate looking 4CV. There seem to be several different accounts surrounding the conception of the car, one being that  it was originally conceived and designed covertly by Renault engineers during the World War II German occupation of France, when the manufacturer was under strict orders to design and produce only commercial and military vehicles, in defiance of the direction of the boss, Louis Renault, whereas another version says that in 1940, he had directed his engineering team to “make him a car like the Germans’. Regardless, the truth is that work did go on during the war, with the occupying Germans who were keeping a watch on the company turning a blind eye to what came to be known as Project 106E. Certainly those working on the project were looking closely at the Volkswagen and their new  car had a similar  overall architecture to that,  while recalling the modern designs of the fashionable front-engined passenger cars produced in Detroit during the earlier 1940s. The first prototype had only two doors and was completed in 1942, and two more prototypes were produced in the following three years. An important part of the 4CV’s success was due to the new methodologies used in its manufacture, pioneered by Pierre Bézier, who had begun his 42-year tenure at Renault as a tool setter, moving up to tool designer and then becoming head of the Tool Design Office. As Director of Production Engineering in 1949, he designed the transfer lines (or transfer machines) producing most of the mechanical parts for the 4CV. The transfer machines were high-performance work tools designed to machine engine blocks. While imprisoned during World War II, Bézier developed and improved on the automatic machine principle, introduced before the war by GM. The new transfer station with multiple workstations and electromagnetic heads (antecedents to robots), enabled different operations on a single part to be consecutively performed by transferring the part from one station to another. The 4CV was ultimately presented to the public and media at the 1946 Paris Motor Show and went on sale a year later. Volume production was said to have commenced at the company’s Billancourt plant a few weeks before the Paris Motor Show of October 1947, although the cars were in very short supply for the next year or so. Renault’s advertising highlighted the hundreds of machine-tools installed and processes adopted for the assembly of the first high volume car to be produced since the war, boasting that the little car was now no longer a prototype but a reality. On the 4CV’s launch, it was nicknamed “La motte de beurre” (the lump of butter); this was due to the combination of its shape and the fact that early deliveries all used surplus paint from the German Army vehicles of Rommel’s Afrika Korps, which were a sand-yellow colour. Later it was known affectionately as the “quatre pattes”, “four paws”.The 4CV was initially powered by a 760 cc rear-mounted four-cylinder engine coupled to a three-speed manual transmission. In 1950, the 760 cc unit was replaced by a 747 cc version of the “Ventoux” engine producing 17 hp. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. Across the Rhine 1,760 4CVs were sold in West Germany in 1950, accounting for 23% of that country’s imported cars, and ranking second only to the Fiat 500 on the list. The car remained in production for more than another decade. Claimed power output increased subsequently to 21 hp as increased fuel octanes allowed for higher compression ratios, which along with the relatively low weight of the car (620 kg) enabled the manufacturers to report a 0–90 km/h (0–56 mph) time of 38 seconds and a top speed barely under 100 km/h (62 mph) The engine was notable also for its elasticity, the second and top gear both being usable for speeds between 5 and 100 km/h (3 and 62 mph); the absence of synchromesh on first gear would presumably have discouraged use of the bottom gear except when starting from rest. The rear mounting of the engine meant that the steering could be highly geared while remaining relatively light; in the early cars, only 2¼ turns were needed from lock to lock. The unusually direct steering no doubt delighted some keen drivers, but road tests of the time nonetheless included warnings to take great care with the car’s handling on wet roads. In due course, the manufacturers switched from one extreme to the other, and on later cars 4½ turns were needed to turn the steering wheel from lock to lock. Early in 1953, Renault launched a stripped-down version of the 4CV bereft of anything which might be considered a luxury. Tyre width was reduced, and the dummy grille was removed from the front of the car along with the chrome headlamp surrounds. The seats were simplified and the number of bars incorporated in the steering wheel reduced from three to two. The only colour offered was grey. The car achieved its objective of retailing for less than 400,000 Francs. With the Dauphine already at an advanced stage of development it may have made sense to try and expand the 4CV’s own market coverage downwards in order to open up a clearer gap between the two models which would be produced in parallel for several years, but reaction to the down-market 4 CV, branded as the “Renault 4CV Service”, must have disappointed Renault as this version disappeared from the Renault showrooms after less than a year. The poor sales performance may have been linked to the growing popularity of the Citroën 2CV: although at this stage powered by an engine of just 375 cc and offering sclerotic performance, the 2CV was bigger than the Renault and in 1952 came with a starting price of just 341,870 francs The 4CV’s direct replacement was the Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961. The 4CV was replaced by the Renault 4 which used the same engine as the 4CV and sold for a similar price.

This is the Renault Clio V6 Renault Sport, to give the car its full and rather cumbersome name. This was a rear mid-engine, rear-wheel-drive layout hot hatch based on the Renault Clio launched in 2001, very much in the same style as the earlier mid-engined R5 Turbo models of the 1980s.  Designed by Renault,  the Phase 1 models were built by Tom Walkinshaw Racing and Phase 2 were designed and helped by Porsche and built by Renault Sport in Dieppe. The Clio V6 was based on the Clio Mk II, though it shared very few parts with that car. The 3.0 litre 60° V6 engine, sourced from the PSA group. It was the ES9J unit as used in the Peugeot 406, 407 and  607, and the Citroen C 5 and not the one that Renault used in the 3 litre Laguna engine, which had an PRV (Peugeot, Renault & Volvo) an earlier development 90° V based on a V8 that never was. For this car it was upgraded to around 227 bhp and placed in the middle of the vehicle where the more ordinary Clios have rear seats – making this car a two-seater hot hatch. In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive two-seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest “regular” Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not remarkably faster in a straight line accelerating to legal road speeds than the 172 Cup – accelerating to 60 mph in 6.2 seconds compared to the Cup’s 6.7 seconds – though its maximum speed was significantly higher at 146 mph compared to 138 mph. Opinions varied on the handling, but many found it very twitchy and the car soon a gained a reputation for breaking away with little warning. That was largely addressed by the Phase 2 cars which were launched in 2003. The front end took on the same sort of new design as had been applied to the regular models. The engine was upgraded, to make the Phase 2 Clio V6 the most powerful serial produced hot hatch in the world with 255 bhp exceeding the 247 bhp of the Alfa Romeo 147 GTA and the 222 bhp SEAT León Cupra R. Based on the Phase 1 engine, its extra performance was helped with assistance from Porsche  and although the Phase 2 gained even more weight, the result was a a reduced 0–60 mph run at 5.9 seconds and a top speed of 153 mph. Though based on a utilitarian hatchback, the Clio V6 was not a practical family car. With an average fuel consumption of 24 mpg, this resulted in an empty fuel tank in just over 300 miles. The loss of the back seats and most of the boot space, due to the engine placement, resulted in a severe restriction in luggage space – there was only a small space in the front where the engine used to be, suitable for a holdall or week-end groceries, a small netted area behind the seats plus a small stash area under the tailgate. The enhanced steering made tight manoeuvring a little challenging, the turning circle being a rather awkward 13 m (42.7 ft) – around three car lengths – turning what might normally be a three-point turn into a five-point turn.  Standard equipment in the car was good, this was not a stripped-out special, and it included rain sensing windscreen wipers, automatic headlights, air conditioning, and six speakers and CD changer. The Phase 2 Clio V6 retailed for £27,125 in the United Kingdom, until it was withdrawn from sale in 2005 coinciding with a facelift for the Clio range. The Phase 2 was received far more enthusiastically by the ever-critical UK press. These days there is no doubting the fact that this is a modern classic.

SUBARU

Also here was the third generation Impreza 3rd gen WRX. Subaru debuted the turbocharged WRX performance variant of the third generation series alongside the mainstream naturally aspirated models on 2 April 2007. For this generation, most markets adopted the abbreviated name “WRX”, although the Japanese, North American and UK markets retained the full “Subaru Impreza WRX” title. The 2.5-litre EJ255 engine is largely unchanged internally. The main change is the airflow efficiency of the heads. Changes in the engine compartment consist primarily of a fourth generation Legacy GT style intake manifold and intercooler. The TD04 turbo remains from the previous generation, however it has been adjusted to fit the new intake design. Power output consists of 227 bhp and 320 Nm (236 lb/ft) from its 2.5-litre engine. It was offered in either a five-speed manual, or 4 speed automatic. The five-speed manual transmission was changed to the same found in the fourth-generation Legacy GT. The rear limited slip differential has been discarded in exchange for the new VDC (Vehicle Dynamics Control) system. The weight of the car also has been reduced and gives the WRX a 0 to 100 km/h (0 to 62 mph) time of 5.8 seconds. In contrast, curb weight of the standard Impreza model is around 27.2 kg (60 lb) heavier. For the US market, the WRX was offered in “base”, Premium, and Limited trim levels. In Australia, the WRX is available as a sedan or hatchback. An optional premium package adds the satellite navigation with DVD player and 7-inch screen, leather upholstery and a sunroof. In response to criticism that the third generation WRX suspension is too soft, and needing to keep on par with rival car companies new releases, Subaru issued several changes in 2008 for the 2009 model year, known in the UK as the WRX-S. The EJ255 engine received an output boost to 265 bhp and 331 Nm (244 lb/ft) of torque by swapping the previous TD04 turbocharger to an IHI VF52. This led to the car now achieving a 0–60 mph time of 4.7 seconds, as tested by Car and Driver. In addition, the updated model received altered springs/struts, sway bars, and Dunlop summer tires to improve handling. Exterior cosmetic changes included the 2008 WRX Premium aero package, STi spoiler (Hatchback only), updated grill with WRX badge, and darker Gunmetal colored wheels as standard equipment. Interior changes consisted of aluminium pedals, silver trim around the shifter, red stitching on the shift boot and seats, and a red WRX logo embroidered on the driver and passenger seat. Further changes in 2010 (for the 2011 model year) saw the WRX gain the wide-body shell from the STI, as well as the addition of quad muffler tips with diffuser. The new model gains 15 kg (33 lb). Firmer rear sub-frame bushings and wider 17-inch wheels contribute to improved traction.

TALBOT

The Talbot Ten was rebadged Sunbeam-Talbot Ten in August 1938. Rootes had decided to make no large luxury car using the Sunbeam name but keep the name alive by linking it with Talbot. Although apparently just a rebadged four door version of the Talbot Ten the new Sunbeam-Talbot Ten was given a whole new all-steel body with four doors. Changes included pressed steel wheels but covered by wheel discs, a normal lever for the gear changes, better instruments, and slightly reshaped front mudguards. Synchromesh was dropped from first gear and then later from second gear. The new body was on effectively the same chassis but the engine and the radiator were moved 3.5 inches forward. This body was again made in Acton but by British Light Steel Pressings in their Works next door. Cars exported to Europe were badged Sunbeam. The car was undoubtedly the most elegant small saloon of the period. The classic saloon featured the streamlining increasingly characteristic of mainstream British cars in the later 1930s, along with “stand-alone” headlights. Power came from a 1185 cc side-valve engine for which 41 bhp of power output was claimed. All four wheels were suspended using semi elliptical leaf springs. Top speed was quoted as 68 mph (109 km/h). In 1948 the Sunbeam-Talbot Ten was almost exactly twice the price of the new Austin A40 Devon and slightly slower on the highway Visually the faster Sunbeam-Talbot 2 Litre was virtually indistinguishable from the Ten, but it was actually about 3 inches (7.6 cm) longer in wheel-base and overall body length. Production of the Talbot Ten from 1935 to 1938 was a follows: 2-dr saloon: 2,450 DHC: 581; tourer: 554; open two-seater: 0; Other: 9; chassis: 56. And for the Sunbeam-Talbot Ten 1938 to 1948: 4-dr saloon: 5,655 DHC: 767; tourer: 822; open two-seater: 11; Other: 2. In 1948 the Sunbeam-Talbot Ten was replaced by the full-width bodied Sunbeam-Talbot 80 which was essentially a restyled version of the same car and shared the same roof pressing.

TOYOTA

This is an example of the sixth, and penultimate generation Celica. Launched in October 1993, the styling of this version was quite different from the car it replaced. Initially it was offered in  notchback coupe or liftback form, with a convertible coming later, though the 2 door Coupe was not sold in the UK. ST and GT trims were offered, with the former using a new 1.8 litre 4 cylinder engine and the latter using the larger 2.2 litre that had been in its predecessor. There was also a GT-Four version, the most  powerful Celica to date, which produced 239 hp in export versions from an updated 3S-GTE engine. Influenced strongly by Toyota Team Europe, Toyota’s factory team in the World Rally Championship, the final version of the GT-Four included improvements such as an all-aluminium bonnet to save weight, four-channel ABS (with G-force sensor), an improved turbocharger (incorrectly known by enthusiasts as the CT20B), and Super Strut Suspension. The 2500 homologation cars built to allow Toyota to enter the GT-Four as a Group A car in the World Rally Championship also sported extras such as all of the plumbing required to activate an anti-lag system, a water spray bar for the Intercooler’s front heat exchanger, a water injection system for detonation protection, a hood spoiler mounted in front of the windscreen to stop hood flex at high speed and the standard rear spoiler mounted on riser blocks. The car proved to be quite competitive in the 1995 World Championship. However, the team was banned from competition for a year after the car’s single victory due to turbocharger fixing – a device that meant there was no air path restriction on the intake – when the jubilee clip was undone this would flick back into place so as to go un-noticed by inspectors. Toyota has always claimed that they knew nothing of the fix – but opponents say it was one very cleverly engineered device. In some respects this car was a true sports car; in order to qualify for rallying it has a lot of special features and a unique strut arrangement. A minor facelift was applied for 1996, with new bumpers, a smaller air dam and revised rear spoiler. This version of the Celica was replaced in 1999 by the last car to bear the name.

Needing little introduction, perhaps, is this car, a 2nd generation MR2. Toyota proved that the market for small affordable sports cars was far from dead when they launched the first generation MR2 in 1984. As was the trend at the time among Japanese manufacturers, models were replaced on quite a regular 4/5 year cycle, so it was little surprise when a second generation car appeared in 1989. However, this one would go on to be produced for 10 years, The overall design changed little in that time, but there were lots of small details that were refined during that time. The car was generally well received, with its “mini Ferrari” looks proving quite an attraction, as were the willing engines and the entertaining handling. There are not that many nice clean examples left now, though.

TVR

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

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.

VAUXHALL

By the mid-1980s, General Motors had started developing a new model to replace the J-Car models in Europe (its American, Australian and Japanese divisions would instead be replaced by different designs in due course) by the end of the decade. The new model would retain the Cavalier nameplate for the Vauxhall version on the UK market, but elsewhere in Europe the car would be sold as the Opel Vectra – spelling the end for the long-running Ascona nameplate. Soon afterwards, development also began on a new coupe which would share the same underpinnings as the hatchbacks and saloons, but would use a different nameplate and feature completely different styling. The final generation Cavalier went on sale on 14 October 1988, being Vauxhall’s version of the Opel Vectra “A”, again available as a saloon and hatchback. There was no estate version in the Opel line-up, and as this design was not going to be sold in Australia, there was no prospect of Vauxhall turning to Holden for a replacement. Early plans for an estate model exclusive to Europe to be developed never materialised. During 1989, however, the Cavalier’s floorpan did spawn a new coupe – the Calibra, the first Vauxhall coupe since the original Cavalier coupe was discontinued in 1981. The Calibra was the official replacement for the Opel Manta, which had been discontinued in 1988, and was also sold on continental Europe under the Opel Brand. Plans for the Calibra to be imported to the USA under the Saab brand never materialised. The Vectra name was not adopted at this model change as Vauxhall feared reviving memories of the much-maligned Vauxhall Victor, whereas the Cavalier was a generally well received product and had helped boost Vauxhall’s sales and reputation. Early Victors had been viewed in some quarters as excessively corrosion prone, but the Victor was becoming a very distant memory by this stage: the Vectra name would eventually appear on a Vauxhall in 1995, when the Cavalier was finally replaced. In place of the Mark II Cavalier’s angular exterior was a more rounded appearance, reflecting the change in styling tastes throughout Europe at this time. There was also a new economical 1.4 L petrol engine. The biggest changes to the range were the addition of 2.0 L sixteen valve engines, better known as the “red top” or XE. This was fitted to the GSi 2000 and later SRis. Also made available was a four-wheel drive system, fitted to a 2.0iL model (8 valve SRi spec) and on a version of the GSi 2000. There were two diesels available: a 1.7 L, 60 hp from launch, and an 82 hp 1.7-litre Isuzu-engined lightly blown turbodiesel from 1992. The early SRis were fitted with the 2.0-liter eight-valve engine from the previous Cavalier model, which produced 130 hp. Despite the lack of an estate body style, the Cavalier topped the large medium family car sales charts in Britain in 1990, narrowly outselling the Ford Sierra, while Rover was beginning to phase out its Montego in favour of the new Rover 400 Series and later the more upmarket 600 Series. Other strong contenders in this sector included the long-running Citroën BX and Peugeot’s highly regarded 405. Having first outsold the Sierra in Britain in 1990, it was Britain’s second best selling car behind the Ford Escort in 1992. It did not lose top spot in its sector until it was overtaken by the Sierra’s successor, the Mondeo, in 1994. The Calibra, launched in 1989, was well received, notably for its sporty although cramped interior (largely based on the interior of the Cavalier) and its streamlined styling which in turn enabled the Calibra to have the lowest drag coefficient of the period at 0.26 for the 8v model (0.29 for the rest) – a record it held for the next 10 years. A few variants were made: the 2.0 litre eight valve, 2.0 L sixteen valve (the same engine found in the proven Cavalier GSi 2000), the turbo version (again, the same engine used in the very successful Cavalier Turbo), the 2.5 L V6 (with a top speed of around 145 mph) and finally the 2.0 L 16-valve “Ecotec”. A facelift in the autumn of 1992 for the 1993 model year saw the Cavalier’s 1.4 L engine dropped and the 167 bhp 2.5 L V6 added to the range. At this time the GSi 2000 was replaced by a new four wheel drive version badged simply “Cavalier Turbo”, with a turbocharged version of the sixteen valve engine producing over 200 bhp. The Vauxhall logo was added to the centre of the boot. Most of the range now had airbags and anti-lock brakes as standard (the first car in its class to do so) and all models were fitted with a toughened safety cage, side impact beams (providing additional longitudinal load paths) and front seatbelt pretensioners. This version of the Cavalier was the first Vauxhall to feature a drivers airbag, with a passenger one being optional; this feature soon became available across the rest of the company’s range. The exterior design was also freshened up, with a new look grille, headlights, rear lights and bumper mouldings and an increase in sound insulation, especially in GLS and higher models making the Cavalier a quiet place to travel in. In late 1994, the new 2.0L Ecotec engine was launched replacing both the popular eight valve C20NE and high performance sixteen valve “redtop” engine. The new engine had improved fuel economy and low end torque at the cost of maximum power output, 136 hp compared to 150 hp for the “redtop” that it replaced. After twenty years and three generations, the Cavalier came to an end in October 1995 when it was replaced by the Vectra, though sales continued for about a year afterwards and several P registered versions (August 1996 to July 1997 period) were sold. The third and final incarnation of the Cavalier was a big improvement over its predecessors (and most earlier Vauxhalls) in terms of durability, with the rust problems that had plagued Vauxhall for years finally being conquered. This was reflected by the fact that Mark III Cavaliers were a common sight on British roads for well over a decade after the end of production. The demise of the Cavalier name marked a significant moment for the Luton-based company, as it would be the last of its main models with a distinct name from its Opel counterparts until the rebadging of the Opel Speedster as the Vauxhall VX220 and the Opel Karl as the Vauxhall Viva. All future Vauxhall models would share their names with those of Opel, or in the case of the 2004 Vauxhall Monaro, with Holden. However, the Astra nameplate was chosen by Vauxhall at the beginning of 1980 for its version of the first front-wheel drive Opel Kadett, and from 1991 General Motors decided to sell the Opel version of the car as the Astra. This version of the Cavalier shared its chassis with the Saab 900 that was produced from 1993 until 1998, and continued until 2002 as the Saab 9-3, due to Saab also being within the General Motors combine at the time.

VOLKSWAGEN

As with the Mk2 Golf, Volkswagen did not make a convertible version of the Mk4 Golf. Instead, they facelifted the front bumper, fenders, hood, and headlights of the Mk3 Golf Cabrio to resemble the styling of the Mk4 Golf (colloquially referred to as the Mk3.5). Changes to the rear included a redesigned hatch, which moved the number plate tub to a restyled rear bumper, in addition to a handle and larger VW emblem more closely resembling the rear of a Mk4 Golf. VW incorporated other non-structural parts from the Mk4 as well, such as fender repeaters, grille, side mirror caps, etc. The interior remained largely similar to the Mk3 interior save for a Mk4 style three-spoke leather steering wheel and airbag, a textured dashboard (also known as “dimpled dash” or “shark skin dash”), heavily bolstered front seats with incorporated side airbags, and a chromed finish on several parts, such as the inner door handles, emergency brake button, door strikers, front seat-belt anchors, key lock cylinders, and shifter button in automatic transmission equipped cars. The instrument panel was updated with a relocated hazard light switch and blue and red backlighting, as found in the Mk4. Technical updates include the immobilizer and engine computer from the Mk4 Golf being retrofit to the older Mk3 engine mechanicals.

VW had enjoyed considerable success with the Scirocco, a front wheel drive Hatch that was based on the Golf, and offered a stylish modern alternative to the Ford Capri and Opel Manta. the second generation car did not quite the same favour as the first, but even so there was eager anticipation of what was initially thought would be the third generation car. But as VW looked to push the model further upmarket, they opted for a new name, choosing Corrado for the car, which debuted in 1988. Although the new car’s floorpan was based on that of the Mark 2 Golf/Jetta, there had been a plan that the model would actually replace the Porsche 944. That idea came to nought and the car, built by Karmann, as the Scirocco had been, took its place in the VW range, alongside the Scirocco which remained in production for a further three years. All Corrados were front-wheel drive and featured petrol engines, the car debuting with two engine choices: a 1.8 litre 16-valve inline-four with 136 hp and a troublesome supercharged 1.8 litre eight-valve inline-four, marketed as the G60 and delivering 160 hp. The Corrado G60 was named for the G-Lader with which it was equipped, a scroll supercharger whose interior resembles the letter “G”. Volkswagen introduced two new engines for 1992. The first was a naturally-aspirated 2.0 litre 16-valve 136 bhp inline-four, basically a further development of the 1.8 litre engine; this engine was not made available to the North American market. The second was the 12-valve VR6 engine, which came in two variants: a 2.8 litre 179 bhp model for the US and Canadian markets and a 2.9 litre 187 bhp version for the European market. Upon revising the engine, VW updated the styling with a new front grille and foglamps. With the introduction of the VR6 engine, the G60 engine disappeared from the North American market after 1992 and European market in 1993. The VR6 engine provided a compromise between both V-shaped and straight engines by placing the two cylinder banks at an angle of 15° with a single cylinder head. This design allowed engineers to fit a six-cylinder engine into roughly the same space that was previously occupied by four-cylinder engines, while closely approaching the smoothness of a straight-six design. By the time it was launched, VW had updated the Golf to the Mark 3,and some elements of its A3 platform was introduced on the Corrado with the VR6 announcement, including the suspension components, the rear axle assembly and some parts of the A3’s ‘plus’ type front axle assembly. The subsequent wider front wheel-track of the Corrado VR6 necessitated the fitting of new front wings with wider wheel arches and liners along with a new front bumper assembly. Together with a new raised-style bonnet to accommodate the VR6 engine, these body improvements were carried across the model range.  A 2.0 litre eight-valve model with 115 hp was produced in Europe in 1995. A UK-only limited production model, the Corrado Storm, was also sold. Some discreet “Storm” badging, a colour-keyed front grille, an additional Storm badge on the gear gaiter surround (an upgrade from the standard Karmann badge), 15 inch BBS “Solitude” alloy wheels, and standard fitment of some previously optional items (such as the leather heated front seats) were all that differentiated this model from the base Corrado VR6. Only 500 were produced: 250 in Classic Green with a cream leather interior, and 250 in Mystic Blue, a colour unique to the Storm, with a black leather interior. The Storm models are the most desirable of all these days. Production ended in 1995. Although the car was much praised for its handling, and the VR6 engine was sublime, t was costly, Karmann’s build quality was patchy and those who experienced the G60 versions had more than their fair share of reliability issues (A colleague of mine had at least 4 superchargers blow in the first 60,000 miles). All told, 97,521 Corrados were produced.

In mid-December 2016, Volkswagen presented the Up GTI. It is powered by a 1.0-litre three-cylinder TSI petrol engine, which produces 115 PS (113 bhp). Its top speed is 192 km/h (119 mph) and it is capable of accelerating 0–100 km/h (0–62 mph) in 8.8 seconds with a top speed of 196 km/h (122 mph). Weighing just 997 kg (2,198 lb), Volkswagen claims that it is capable of delivering between 49.6 mpg‑imp (5.7 L/100 km; 17.6 km/L) to 50.4 mpg‑imp (5.6 L/100 km; 17.8 km/L) depending on the specifications, with CO2 emissions between 127 and 129 g/km. It is the only Up to be available with a six-speed manual gearbox. The Up GTI went on sale in January 2018. In April 2019, ordering for the Up GTI was halted in the United Kingdom, but in January 2020 VW UK started taking orders again for a lightly refreshed version. The refresh included small optional equipment changes, but no alterations to the powertrain, chassis or brakes. As of January 2023, new orders for the Up GTI were closed to allow time to complete orders before the GTI model ceased production.

VOLVO

The P1800 range of cars was a one-time venture by the usually sober Swedish Volvo, who already had a reputation for building sensible sedans. The project was originally started in 1957 because Volvo wanted a sports car to compete in the US and European markets, despite the fact that their previous attempt, the P1900, had failed to take off with only 68 cars sold. The man behind the project was an engineering consultant to Volvo, Helmer Petterson, who in the 1940s was responsible for the Volvo PV444. The design work was done by Helmer’s son Pelle Petterson, who worked at Pietro Frua at that time. Volvo insisted it was an Italian design by Frua and only officially recognised that it was by Pelle Petterson many years later. The Italian Carrozzeria Pietro Frua design firm (then a recently acquired subsidiary of Ghia) built the first three prototypes between September 1957 and early 1958, later designated by Volvo in September 1958: P958-X1, P958-X2 and P958-X3. In December 1957 Helmer Petterson drove X1, the first hand-built P1800 prototype to Osnabrück, West Germany, headquarters of Karmann. Petterson hoped that Karmann would be able to take on the tooling and building of the P1800. Karmann’s engineers had already been preparing working drawings from the wooden styling buck at Frua. Petterson and Volvo chief engineer Thor Berthelius met there, tested the car and discussed the construction with Karmann. They were ready to build it and this meant that the first cars could hit the market as early as December 1958. But in February, Karmann’s most important customer, Volkswagen forbade Karmann to take on the job, as they feared that the P1800 would compete with the sales of their own cars, and threatened to cancel all their contracts with Karmann if they took on this car. This setback almost caused the project to be abandoned. Other German firms, NSU, Drautz and Hanomag, were contacted but none was chosen because Volvo did not believe they met Volvo’s manufacturing quality-control standards. It began to appear that Volvo might never produce the P1800. This motivated Helmer Petterson to obtain financial backing from two financial firms with the intention of buying the components directly from Volvo and marketing the car himself. At this point Volvo had made no mention of the P1800 and the factory would not comment. Then a press release surfaced with a photo of the car, putting Volvo in a position where they had to acknowledge its existence. These events influenced the company to renew its efforts: the car was presented to the public for the first time at the Brussels Motor Show in January 1960 and Volvo turned to Jensen Motors, whose production lines were under-utilised, and they agreed a contract for 10,000 cars. The Linwood, Scotland, body plant of manufacturer Pressed Steel was in turn sub-contracted by Jensen to create the unibody shells, which were then taken by rail to be assembled at Jensen in West Bromwich. In September 1960, the first production P1800 left Jensen for an eager public. The engine was the B18, an 1800cc petrol engine, with dual SU carburettors, producing 100 hp. This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft. The ‘new’ B18 was actually developed from the existing B36 V8 engine used in Volvo trucks at the time. This cut production costs, as well as furnishing the P1800 with a strong engine boasting five main crankshaft bearings. The B18 was matched with the new and more robust M40 manual gearbox through 1963. From 1963 to 1972 the M41 gearbox with electrically actuated overdrive was a popular option. Two overdrive types were used, the D-Type through 1969, and the J-type through 1973. The J-type had a slightly shorter ratio of 0.797:1 as opposed to 0.756:1 for the D-type. The overdrive effectively gave the 1800 series a fifth gear, for improved fuel efficiency and decreased drivetrain wear. Cars without overdrive had a numerically lower-ratio differential, which had the interesting effect of giving them a somewhat higher top speed of just under 120 mph, than the more popular overdrive models. This was because the non-overdrive cars could reach the engine’s redline in top gear, while the overdrive-equipped cars could not, giving them a top speed of roughly 110 mph. As time progressed, Jensen had problems with quality control, so the contract was ended early after 6,000 cars had been built. In 1963 production was moved to Volvo’s Lundby Plant in Gothenburg and the car’s name was changed to 1800S (S standing for Sverige, or in English: Sweden). The engine was improved with an additional 8 hp. In 1966 the four-cylinder engine was updated to 115 PS, which meant the top speed increased to 109 mph. In 1969 the B18 engine was replaced with the 2-litre B20B variant of the B20 giving 118 bhp, though it kept the designation 1800S. For 1970 numerous changes came with the fuel-injected 1800E, which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp without sacrificing fuel economy. Top speed was around 118 mph and acceleration from 0–62 took 9.5 seconds. In addition, the 1970 model was the first 1800 with four-wheel disc brakes; till then the 1800 series had front discs and rear drums. Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door station wagon with a frameless, all-glass tailgate. The final design was chosen after two prototypes had been built by Sergio Coggiola and Pietro Frua. Frua’s prototype, Raketen (“the Rocket”), is located in the Volvo Museum. Both Italian prototypes were considered too futuristic, and instead in-house designer Jan Wilsgaard’s proposal was accepted. The ES engine was downgraded to 125 bhp by reducing the compression ratio with a thicker head gasket (engine variant B20F); although maximum power was slightly down the engine was less “peaky” and the car’s on-the-road performance was actually improved. The ES’s rear backrest folded down to create a long flat loading area. As an alternative to the usual four-speed plus overdrive manual transmission, a Borg-Warner three-speed automatic was available in the 1800ES. With stricter American safety and emissions standards looming for 1974, Volvo did not see fit to spend the considerable amount that would be necessary to redesign the small-volume 1800 ES. Only 8,077 examples of the ES were built in its two model years. Seen here was one of the 1800ES cars.

WESTFIELD

This proved to be a most enjoyable evening, with lots of lovely cars to look at, the chance to have a good catch up with a couple of friends who had brought the pair of Mercedes SLK models, and to test out the new catering arrangements (which certainly seemed an improvement on previous years!). I hope to be able to attend more of these Cars in the Valley events during the summer.