It’s very easy to fill the diary with events which I’ve been to before, and which I know to be good, but there is an almost inevitable samey-ness feeling that can arise by so doing, so I do try to ensure that as well as revisiting events and locations I have enjoyed in the past, that do try some new things as well. This one comes in that category of something new and different. It was suggested by my friend John Littlewood who lives in Tamworth and who had already created an event for earlier in the day for Fiat and Abarth 124 Spiders (and friends), to which I had been invited, so the suggestion of going on somewhere else seemed to be too good an opportunity to miss. The event was held at Tamworth Rugby Club and you need a good sat nav to find this, as it is well tucked away in a residential area of this country town and the organisation of it would seem to have been led by a group called B5000 who organise a number of other events at various venues in the area. We arrived around lunchtime, having been a few miles away in the morning and found there were a number of cars already parked up. Some came and some when during the time I was there, and when it started to spit with rain, that was the definite cue to leave for many, me included, but by the time I had seen a number of cars, and had the chance to have a leisurely chat over a beer and a burger. Here are the cars that attracted my camera:
ABARTH
Despite having advertised this event both on the Abarth West Midlands group as well as with the 124 Spiders who had gathered in some number earlier in the day, there were only a handful of Abarths here in the end which was a bit of a shame.
Having used the legendary 695 badging from the 1960s on the Tributo cars, at the 2012 Geneva Show, Abarth dusted off the 595 name that had been used on the less powerful of the Nuova 500 based cars of the same generation, and created two new versions which we should think of as Series 2 cars, the 595 Turismo and Competizione, both of which could be bought in either closed or open top C guise, with either the 5 speed manual or robotised automated gearshifts. Both models had the 160 bhp engine as standard. Effectively they were a replacement for the Esseesse kit, and it meant that the cars were produced complete at the factory, rather than needing the dealer to undertake the upgrade (and the associated paperwork), though Abarth did not withdraw the Esseesse kits from the market for some while. Turismo, as the name suggests was aimed slightly less extreme in intent, featuring standard leather upholstery, upgraded dampers and climate control, Xenon headlights and Alutex interior details. The sportier Abarth 595 Competizione replaced the leather seats with Sabelt cloth sport seats and Alutex with aluminium, while adding p-cross-drilled brakes and the Record Monza dual-mode exhaust.
The Series 4 version of the familiar 595 first reached the markets in the middle of 2016. After rumours had circulated all winter following the launch of the facelifted Fiat 500 in 2015, Abarth finally unveiled the Series 4 at the end of May 2016. Initially, we were told that the cars would not be available in the UK until September, but that came forward somewhat, with dealers all receiving demo cars in June, and the first customers taking delivery in July. Three regular production versions of both the closed car and the open-topped C were initially available, all badged 595, and called Custom, Turismo and Competizione, as before, though numerous limited edition models have since appeared and in most case disappeared. The most significant changes with the Series 4 are visual, with a couple of new colours, including the much asked for Modena Yellow and a different red, called Abarth Red, which replaces both the non-metallic Officina and – slightly surprisingly – the tri-coat pearlescent Cordolo Red. as well as styling changes front and rear. The jury is still out on these, with many, me included, remaining to be convinced. At the front, the new air intake does apparently allow around 15 – 20 % more air in and out, which will be welcome, as these cars do generate quite a lot of heat under the bonnet. Competizione models for the UK retain the old style headlights, as they have Xenon lights as standard, whereas the Custom and Turismo cars have reshaped units. At the back, there are new light clusters and a new rear bumper and diffuser. Inside, the most notable change is the replacement of the Blue & Me system with a more modern uConnect Audio set up, which brings a new colour screen to the dash. Mechanically, there is an additional 5 bhp on the Custom (now 145) and Turismo (now 165 bhp) and the option of a Limited Slip Diff for the Competizione, which is likely to prove a popular option. Details of the interior trim have changed, with a filled-in glovebox like the US market cars have always had, and electric windows switches that are like the US ones, as well as a part Alcantara trim to the steering wheel in Competizione cars.
Eagerly awaited, the 124 Spider went on sale in September 2016. A quick reminder as to what this car is: The Abarth 124 Spider was developed in parallel with the Fiat model. It does cost a lot more, and there are those who think you don’t get enough extra for your money, but those who have driven it will tell you otherwise. You certainly get more power. The 1.4 MultiAir turbo unit jumps up from 138bhp to 168bhp, while torque also increases by a modest 10Nm to 250Nm, which gives it a 0-62mph time of 6.8 seconds, which is half a second quicker than the 2.0-litre Mazda MX-5. The top speed is 143mph. It weighs just 1060kg meaning a power-to-weight ratio of 158bhp-per-tonne, and with the new Record Monza exhaust system it sounds great even at idle. The Abarth version gets a stiffer suspension setup than the regular Fiat 124 Spider, with Bilstein dampers and beefed-up anti-roll bars. Bigger Brembo brakes also feature, with aluminium calipers. It can be had with a six-speed manual or six-speed automatic transmission with paddles, and the latter gets a Sport mode for quicker shifts. Many of the UK cars sport the ‘Heritage Look’ pack, which is a no-cost option. It brings a matt black bonnet and bootlid, plus red exterior trim detailing and has proved popular. The £29,565 starting price gets you standard equipment such as cruise control, climate control, Bluetooth, a DAB radio and satnav, plus Alcantara black and red (or pure black) seat trim. The automatic gearbox is a £2,035 extra, while an optional visibility pack brings LED DRLs, auto lights and wipers and rear parking sensors.
ALFA ROMEO
Just one Alfa Romeo here, the current Giulia.
BENTLEY
The Eight was Bentley’s “entry-level” offering from 1984 until 1992. Distinguished mainly by a wire-mesh grille radiator instead of vertical slats, the Eight also had somewhat less equipment than the similar Mulsanne on which it was based. This brought the introductory price to under the psychologically important £50,000 mark at the time of introduction, £6,000 less than the Mulsanne. A firmer suspension offered slight handling improvements. The Eight was so popular that sales expanded from the original UK market to Europe and the United States. The Eight was introduced with cloth upholstery, steel wheels, and a mesh grille that was simpler than the slatted grille of the Mulsanne. Fuel injection and anti-lock brakes were added in 1986, leather upholstery and power memory seats were added in 1987, and automatic ride height adjustment was added in 1990. In Britain, catalytic converters became optional in 1990 – although they had been available long before in markets where such were required. The three-speed automatic transmission was replaced by a four-speed transmission in August 1992.
CHEVROLET
A new Camaro debuted in early 1970 and this would run through to 1982 before replacement. Dubbed “Super Hugger”, the second-generation Camaro was developed without the rush of the first generation and benefitted from a greater budget justified by the success of the first generation. Although it was an all-new car, the basic mechanical layout of the new Camaro was familiar, engineered much like its predecessor with a unibody structure utilising a front subframe, A-arm and coil spring front suspension, and rear leaf springs. The chassis and suspension of the second generation were greatly refined in both performance and comfort; base models offered significant advances in sound-proofing, ride isolation, and road-holding. Extensive experience Chevrolet engineers had gained racing the first-generation led directly to advances in second-generation Camaro steering, braking, and balance. Although it began its run with a number of high-performance configurations, as the 1970s progressed, the Camaro grew less powerful, succumbing, like many production cars of the era, to the pressures of tightening emissions regulations and a fuel crisis. Detailed changes were made in every year of production and major styling changes were made in 1974 and 1978; 1981 was the final model year for the second-generation Camaro.
FORD
Ford replaced their large cars in 1956, with new models using the same names as their predecessors, Consul, Zephyr and Zodiac. The styling was all new and with a decidedly American theme to it. As before, the Consul had a 4 cylinder engine, now of 1700cc capacity and the Zephyr and Zodiac had in-line 6 cylinder units These were enlarged to 2,553 cc with power output correspondingly raised to 86 bhp The wheelbase was increased by 3 inches to 107 inches and the width increased to 69 inches. The weight distribution and turning circle were also improved. Top speed increased to 88 mph and the fuel consumption was also improved at 28 mpg. Following a styling revision in 1959, the models are now referred to as “Highline” or “Lowline”, depending on the year of manufacture — the difference being 1.75 in being cut from the height of the roof panel. The “Highline” variant, the earlier car, featured a hemispherical instrument cluster, whereas the “Lowline” had a more rectangular panel. A two-door convertible version was offered with power-operated hood. Because of the structural weaknesses inherent in the construction of convertibles, few convertibles are known to survive, and these are particularly highly prized these days.
The Capri Mk III was referred to internally as “Project Carla”, and although little more than a substantial update of the Capri II, it was often referred to as the Mk III. The first cars were available in March 1978, but failed to halt a terminal decline in sales. The concept of a heavily facelifted Capri II was shown at the 1976 Geneva show: a Capri II with a front very similar to the Escort RS2000 (with four headlamps and black slatted grille), and with a rear spoiler, essentially previewed the model some time before launch. The new styling cues, most notably the black “Aeroflow” grille (first used on the Mk I Fiesta) and the “sawtooth” rear lamp lenses echoed the new design language being introduced at that time by Ford of Europe’s chief stylist Uwe Bahnsen across the entire range. Similar styling elements were subsequently introduced in the 1979 Cortina 80, 1980 Escort Mk III and the 1981 Granada Mk IIb. In addition, the Mk III featured improved aerodynamics, leading to improved performance and economy over the Mk II and the trademark quad headlamps were introduced. At launch the existing engine and transmission combinations of the Capri II were carried over, with the 3.0 S model regarded as the most desirable model although the softer, more luxurious Ghia derivative with automatic, rather than manual transmission, was the bigger seller of the two V6-engined models. Ford began to focus their attention on the UK Capri market as sales declined, realising the car had something of a cult following there. Unlike sales of the contemporary 4-door Cortina, Capri sales in Britain were to private buyers who would demand less discounts than fleet buyers allowing higher margins with the coupé. Ford tried to maintain interest in 1977 with Ford Rallye Sport, Series X, “X Pack” options from the performance oriented RS parts range. Although expensive and slow selling these proved that the press would enthusiastically cover more developed Capris with higher performance. In early 1982, the Essex 3.0 V6 which had been the range topper since September 1969 was dropped, while a new sporty version debuted at the Geneva Motor Show, called the 2.8 Injection. The new model was the first regular model since the RS2600 to use fuel injection. Power rose to a claimed 160 PS, even though tests showed the real figure was closer to 150 PS, giving a top speed of 210 km/h (130 mph), but the car still had a standard four-speed gearbox. The Capri 2.8 Injection breathed new life into the range and kept the car in production 2–3 years longer than Ford had planned. The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim. A more substantial upgrade was introduced in 1984 with the Capri Injection Special. This development used half leather seating and included a limited slip differential. Externally the car could be easily distinguished by seven spoke RS wheels (without the customary “RS” logo since this was not an RS vehicle) and colour-coded grille and headlamp surrounds. At the same time the 2.0 Capri was rationalised to one model, the 2.0 S, which simultaneously adopted a mildly modified suspension from the Capri Injection. The 1.6 model was also reduced to a single model, the 1.6 LS. The car was finally deleted at the end of 1986, 1.9 million cars having been made over 18 years, and having been sold only in the UK for the final months of production.
HONDA
Introduced on 7 November 1996, the fifth generation Prelude retained an FF layout with an independent front suspension and 63/37 weight distribution. Most fifth-generation Honda Preludes came with 16-inch alloy wheels with all-season 205/50 R16 87V tyres, featured the 11.1-inch front brakes like the 1996 VTEC model, and most Preludes also received a 5-lug hub (not the 4-lug wheel hub of older models). The Prelude was only available in three models for Canada and two models for the US (the Base and Type SH). All models came with 16-inch alloy wheels and 200HP (203 PS). The 2.0i and JDM Si trims came with 195/60 R15 steel wheel, and the JDM Xi came with 14-inch steel wheels. Unlike the North American market Preludes, JDM Preludes came with rear windscreen wipers, except for the Xi. Australian and JDM Preludes weigh less than American and European models: VTi-R manual weighs 1,268 kg (2,795 lb), autos weigh 1,298 kg (2,862 lb), and the ATTS weighs 1,308 kg (2,884 lb). The ATTS model received Honda’s Active Torque Transfer System; the equivalent model was called the Type S in Japan, VTi-S in Europe, and Type SH (“Super Handling”) in North America. ATTS was designed to counteract the understeer inherent in a front-wheel drive car, but the Prelude’s 63.1 percent front weight distribution was too much for the system to successfully mask. The fifth-generation Prelude marked a return to the more square bodystyle of the third generation (1987–1991), in an attempt to curb slumping sales of the fourth-generation bodystyle. All models and trim packages stayed within the BB-chassis code (BB5-BB9) and housed either an H-series or F-Series engine: For the 1999 model year, the Prelude received a mid-cycle refresh; this included a 5 bhp increase in power for manual (200 bhp) from 195 bhp and automatic (195 bhp) from 190 bhp transmission models, a new front grille featuring a small “Prelude” badge, an access door to the cabin air filtration system allowing for cabin air filter replacement without modifications, and changes to available colours. Sales weakened beginning with the third generation Prelude, particularly due to competition from Honda’s other offerings. The sixth-generation Accord coupe received an exclusive front fascia, rear tail lights, wheels and many other body panels, now being marketed alongside the Prelude with shared brochures in Canada, yet its sedan roots gave it much more utility than the comparatively cramped Prelude, and the option of a V6 engine gave North American buyers an appealing alternative. The sixth-generation Civic Si coupe was considerably less expensive than the Prelude as well, while also providing better fuel economy ratings. The Honda S2000 was another offering that while more expensive than the Prelude, offered rear wheel drive, a six-speed transmission, 40 extra horsepower, and a convertible top. The exterior dimensions of the Prelude were no longer in compliance with Japanese government regulations, and the additional costs resulting from this contributed to the popularity of smaller Honda products. Production ceased in late 2001.
JAGUAR
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.
MASERATI
Just one Maserati, too – my Ghibli.
MERCEDES-BENZ
With prices of the classic Pagoda model having risen to unaffordable for most people attention has started to switch to it successor, the R107 SL range, which had a long production life, being the second longest single series ever produced by the automaker, after the G-Class. The R107 and C107 took the chassis components of the mid-size Mercedes-Benz W114 model and mated them initially to the M116 and M117 V8 engines used in the W108, W109 and W111 series. The SL variant was a 2-seat convertible/roadster with standard soft top and optional hardtop and optional folding seats for the rear bench. The SLC (C107) derivative was a 2-door hardtop coupe with normal rear seats. The SLC is commonly referred to as an ‘SL coupe’, and this was the first time that Mercedes-Benz had based a coupe on an SL roadster platform rather than on a saloon, replacing the former saloon-based 280/300 SE coupé in Mercedes lineup. The SLC was replaced earlier than the SL, with the model run ending in 1981, with a much larger model, the 380 SEC and 500SEC based on the new S class. Volume production of the first R107 car, the 350 SL, started in April 1971 alongside the last of the W113 cars; the 350 SLC followed in October. The early 1971 350SL are very rare and were available with an optional 4 speed fluid coupling automatic gearbox. In addition, the rare 1971 cars were fitted with Bosch electronic fuel injection. Sales in North America began in 1972, and cars wore the name 350 SL, but had a larger 4.5L V8 with 3 speed auto (and were renamed 450 SL for model year 1973); the big V8 became available on other markets with the official introduction of the 450 SL/SLC on non-North American markets in March 1973. US cars sold from 1972 through 1975 used the Bosch D Jetronic fuel injection system, an early electronic engine management system. From July 1974 both SL and SLC could also be ordered with a fuel-injected 2.8L straight-6 as 280 SL and SLC. US models sold from 1976 through 1979 used the Bosch K Jetronic system, an entirely mechanical fuel injection system. All US models used the 4.5 litre engine, and were called 450 SL/SLC. In September 1977 the 450 SLC 5.0 joined the line. This was a homologation version of the big coupé, featuring a new all-aluminium five-litre V8, aluminium alloy bonnet and boot-lid, and a black rubber rear spoiler, along with a small front-lip spoiler. The 450SLC 5.0 was produced in order to homologate the SLC for the 1978 World Rally Championship. Starting in 1980, the 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, returning to where the R107 started in 1971 with the optional 4 speed automatic 350SL. The 280, 380 and 500 SLC were discontinued in 1981 with the introduction of the W126 series 380 and 500 SEC coupes. A total of 62,888 SLCs had been manufactured over a ten-year period of which just 1,636 were the 450 SLC-5.0 and 1,133 were the 500 SLC. Both these models are sought by collectors today. With the exception of the SL65 AMG Black Series, the SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Following the discontinuation of the SLC in September 1981, the 107 series continued initially as the 280, 380 and 500 SL. At this time, the V8 engines were re-tuned for greater efficiency, lost a few hp and consumed less fuel- this largely due to substantially higher (numerically lower) axle ratios that went from 3.27:1 to 2.47:1 for the 380 SL and from 2.72:1 to 2.27:1 for the 500 SL. From September 1985 the 280 SL was replaced by a new 300 SL, and the 380 SL by a 420 SL; the 500 SL continued and a 560 SL was introduced for certain extra-European markets, notably the USA, Australia and Japan. Also in 1985, the Bosch KE Jetronic was fitted. The KE Jetronic system varied from the earlier, all mechanical system by the introduction of a more modern engine management “computer”, which controlled idle speed, fuel rate, and air/fuel mixture. The final car of the 18 years running 107 series was a 500 SL painted Signal red, built on August 4, 1989; it currently resides in the Mercedes-Benz museum in Stuttgart.
MERCURY
Perhaps the most spectacular car of the event was this Monterey. The Mercury Monterey is a series of full-size cars that were manufactured and marketed by the Mercury division of Ford from 1950 to 1974. Deriving its name from Monterey Bay, the initial Mercury Monterey served as the top-of-the-line two-door sedan model for 1950 and 1951 to compete with the hardtop models of Oldsmobile and Buick. It came with a vinyl roof covering, upgraded upholstery, and other features. The hardtop was introduced for 1952. During its production, the Monterey would be offered in multiple body styles, ranging from coupes, convertibles, sedans, hardtops, and station wagons. Over its 22 years of production, the Monterey served variously as the flagship, mid-range, and entry-level offering of the full-size Mercury product range. The only Mercury nameplate to be in continuous production throughout the 1960s, the Monterey was positioned above the Medalist, Custom, and Meteor; later, it was positioned below the Turnpike Cruiser, Montclair, Park Lane, and finally the Marquis. Following the 1974 model year, Mercury discontinued the Monterey, consolidating its full-size range down to the Marquis and Colony Park station wagon. There were new models every few years. The fullsize Mercury was redesigned for 1957 and grew considerably larger as well, riding on an exclusive 122 in (3,099 mm) wheelbase, elevating Mercury above the new Edsel product line. A new frame design allowed a lower floor which made the car look lower and longer. Interior features included a front seat track stop to keep the front seat back from breaking loose, a new design for the safety steering wheel, a new radio, and memory power front seats. The station wagons were divested from the Monterey series, with the Commuter, Voyager, and Colony Park lines and becoming their own series called the “Country Cruiser” in 1959. The 312 Ford Y-block gained 20 horsepower to go with the added weight, and the 290 hp 368 cu in (6.0 L) Lincoln Y-block V8 became an option. Early 1957 Montereys had two headlights however later examples were fitted with four with the turn signals positioned in the headlight alcove above the headlights. Optional turn signal indicators were installed above the headlights to signify to the driver that the lights were functioning. 1958 brought an all-new engine: the 383 cu in (6.3 L) MEL V8. With the new engine came the Multi-Drive three-speed automatic transmission. As tailfins became to gain favour with competitors, Mercury sought to downplay the appearance and offered similar appearances but with much less dramatic bodywork. For 1957, Mercury offered mechanically activated pushbutton transmission controls in response to the Chrysler TorqueFlite pushbutton controls introduced in 1956. The Mercury control buttons initially offered five buttons and was called “Keyboard Control”, with a long button on top labelled “Drive” with four smaller buttons below labelled “Brake”, “Neutral Start” which would allow the engine to start with the ignition key, “Hill Control” and “Reverse” with later versions separating the “Drive” button to “Performance” and “Cruising” for 1958 and relabelled as “Multi-Drive”. A separate push/pull lever was included below the control buttons labelled “Park” which would lock out the control buttons until the Park button was pulled to release it. The control panel was installed to the left of the steering wheel. In 1959 the keyboard control was discontinued and used a steering column gear selector lever. There was another new design for 1959.
MG
I’m not quite sure what to make of this. From a distance it looks a lot like a Metro 6R4 but get up close and it is clear that all is not quite what it seems!
In mid 2001, an MG version of the 45 had been launched, called the ZS, which gave MG a range of 3 different models as well as the TF sports car. The view of the press was that the suspension and steering alterations completely transformed the car, but this model was in a difficult part of the market, compared to the smaller ZR and is found fewer buyers. Those who did sample the ZS, especially in ZS 180 guise with the 2.5 litre KV6 got an absolutely cracking car though. It sported a V6 with all the aural benefits when all its rivals had 4 cylinder turbo engines. Later cars were facelifted to distinguish them more clearly from the Rover 45, with elements of the X Power bodykit being made standard.
MINI
The Van version was launched in May 1960, a matter of weeks after the Countryman and Traveller had appeared and on whose extended platform this light commercial was based. The shape was the same as those Estate models, but clearly without the side windows or a rear seat. It proved popular in 1960s Britain as a cheaper alternative to the car:, as it was classed as a commercial vehicle and as such carried no sales tax. A set of simple stamped steel slots served in place of a more costly chrome grille. The Mini Van was renamed as the Mini 95 in 1978, the number representing the gross vehicle weight of 0.95 tons. 521,494 were built, but few survive.
Following the success of a limited edition Mini to celebrate the car’s 20th birthday, another one was created in 1984 to mark the 25th anniversary. These were based on the Mini Mayfair, with the A= 998cc engine and they were all painted in Silver Leaf Metallic, with exterior trim in Nimbus Grey. There were side and rear grey and red stripes with “Mini 25” logos. Inside there was luxury velvet with red piping, zip pockets fitted to front seats, red seat belts, leather-wrapped steering wheel. The spec included 12-inch wheels with 14570R12 Pirelli Cinturato CN54 tyres, 8.4-inch front disc brakes, full-width wheel trim with arch extensions, 1275GT instrumentation, tinted glass, stereo radio cassette, twin door mirrors. There were 3,500 for the UK and a further 1,500 for export markets.
MORRIS
The Minor was conceived in 1941. Although the Nuffield Organization was heavily involved in war work and there was a governmental ban on civilian car production, Morris Motors’ vice chairman, Miles Thomas, wanted to prepare the ground for new products to be launched as soon as the war was over. Vic Oak, the company’s chief engineer, had already brought to Thomas’ attention a promising junior engineer, Alec Issigonis, who had been employed at Morris since 1935 and specialised in suspension design but he had frequently impressed Oak with his advanced ideas about car design in general. Issigonis had come to Oak’s particular attention with his work on the new Morris Ten, which was in development during 1936/7. This was the first Morris to use unitary construction and was conceived with independent front suspension. Issigonis designed a coil-sprung wishbone system which was later dropped on cost grounds. Although the design would later be used on the MG Y-type and many other post-war MGs the Morris Ten entered production with a front beam axle. Despite his brief being to focus on the Ten’s suspension Issigonis had also drawn up a rack and pinion steering system for the car. Like his suspension design this was not adopted but would resurface in the post-war years on the MG Y-type, but these ideas proved that he was the perfect candidate to lead the design work on a new advanced small car. With virtually all resources required for the war effort, Thomas nonetheless approved the development of a new small family car that would replace the Morris Eight. Although Oak (and Morris’ technical director, Sidney Smith) were in overall charge of the project it was Issigonis who was ultimately responsible for the design, working with only two other draughtsmen. Thomas named the project ‘Mosquito’ and ensured that it remained as secret as possible, both from the Ministry of Supply and from company founder William Morris (now Lord Nuffield), who was still chairman of Morris Motors and, it was widely expected, would not look favourably on Issigonis’ radical ideas. Issigonis’ overall concept was to produce a practical, economical and affordable car for the general public that would equal, if not surpass, the convenience and design quality of a more expensive car. In later years he summed up his approach to the Minor; that he wanted to design an economy car that “the average man would take pleasure in owning, rather than feeling of it as something he’d been sentenced to” and “people who drive small cars are the same size as those who drive large cars and they should not be expected to put up with claustrophobic interiors.” Issigonis wanted the car to be as spacious as possible for its size and comfortable to drive for inexperienced motorists. Just as he would with the Mini ten years later, he designed the Mosquito with excellent roadholding and accurate, quick steering not with any pretence of making a sports car, but to make it safe and easy to drive by all. As work proceeded, there were plenty of battle to overcome, to get Issigonis’ ideas approved, and not all of them were. The production car, called the Minor was launched at the British Motor Show at Earls Court in London on October 27, 1948. At the same show Morris also launched the new Morris Oxford and Morris Six models, plus Wolseley variants of both cars, which were scaled-up versions of the new Minor, incorporating all the same features and designed with Issigonis’ input under Vic Oak’s supervision. Thus Issigonis’ ideas and design principles underpinned the complete post-war Morris and Wolseley car ranges. The original Minor MM series was produced from 1948 until 1953. It included a pair of four-seat saloons, two-door and (from 1950) a four-door, and a convertible four-seat Tourer. The front torsion bar suspension was shared with the larger Morris Oxford MO, as was the almost-unibody construction. Although the Minor was originally designed to accept a flat-4 engine, late in the development stage it was replaced by a 918 cc side-valve inline-four engine, little changed from that fitted in the 1935 Morris 8, and producing 27.5 hp and 39 lbf·ft of torque. This little engine pushed the Minor to just 64 mph but delivered 40 mpg. Brakes were four-wheel drums. Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of 4 inches is also visible in the creases in the bonnet. Exports to the United States began in 1949 with the headlamps removed from within the grille surround to be mounted higher on the wings to meet local safety requirements. In 1950 a four-door version was released, initially available only for export, and featuring from the start the headlamps faired into the wings rather than set lower down on either side of the grille. The raised headlight position became standard on all Minors in time for 1951. From the start, the Minor had semaphore-type turn indicators, and subsequent Minor versions persisted with these until 1961 An Autocar magazine road test in 1950 reported that these were “not of the usual self-cancelling type, but incorporate[d] a time-basis return mechanism in a switch below the facia, in front of the driver”. It was all too easy for a passenger hurriedly emerging from the front passenger seat to collide with and snap off a tardy indicator “flipper” that was still sticking out of the B-pillar, having not yet been safely returned by the time-basis return mechanism to its folded position. Another innovation towards the end of 1950 was a water pump (replacing a gravity dependent system), which permitted the manufacturer to offer an interior heater “as optional equipment”. When production of the first series ended, just over a quarter of a million had been sold, 30 per cent of them the convertible Tourer model. In 1952, the Minor line was updated with an Austin-designed 803 cc overhead valve A-series engine, replacing the original side-valve unit. The engine had been designed for the Minor’s main competition, the Austin A30, but became available as Austin and Morris were merged into the British Motor Corporation. The new engine felt stronger, though all measurements were smaller than the old. The 52 second drive to 60 mph was still calm, with 63 mph as the top speed. Fuel consumption also rose to 36 mpg. An estate version was introduced in 1952, known as the Traveller (a Morris naming tradition for estates, also seen on the Mini). The Traveller featured an external structural ash (wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the body style. Commercial models, marketed as the Morris Quarter Ton Van and Pick-up were added in May 1953. Rear bodies of the van versions were all steel. The 4-seat convertible and saloon variants continued as well. The car was again updated in 1956 when the engine was increased in capacity to 948 cc. The two-piece split windscreen was replaced with a curved one-piece one and the rear window was enlarged. In 1961 the semaphore-style trafficators were replaced by the flashing direction indicators, these were US-style red at the rear (using the same bulb filament as the brake lamp) and white at the front (using a second brighter filament in the parking lamp bulb) which was legal in the UK and many export markets at the time (such as New Zealand). An upmarket car based on the Minor floorpan using the larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: versions of this Wolseley/Riley variant were also produced by BMC Australia as the Morris Major and the Austin Lancer. In December 1960 the Morris Minor became the first British car to sell more than 1,000,000 units. To commemorate the achievement, a limited edition of 350 two-door Minor saloons (one for each UK Morris dealership) was produced with distinctive lilac paintwork and a white interior. Also the badge name on the side of the bonnet was modified to read “Minor 1,000,000” instead of the standard “Minor 1000”. The millionth Minor was donated to the National Union of Journalists, who planned to use it as a prize in a competition in aid of the union’s Widow and Orphan Fund. The company, at the same time, presented a celebratory Minor to London’s Great Ormond Street Hospital for Sick Children, but this car was constructed of cake. The final major upgrades to the Minor were made in 1962. Although the name Minor 1000 was retained, the changes were sufficient for the new model to be given its own ADO development number. A larger version of the existing A-Series engine had been developed in conjunction with cylinder head specialist Harry Weslake for the then new ADO16 Austin/Morris 1100 range. This new engine used a taller block than did the 948 cc unit, with increased bore and stroke bringing total capacity up to 1,098 cc. Although fuel consumption suffered moderately at 38 mpg, the Minor’s top speed increased to 77 mph with noticeable improvements in low-end torque, giving an altogether more responsive drive. Other changes included a modified dashboard layout with toggle switches, textured steel instrument binnacle, and larger convex glove box covers. A different heater completed the interior upgrade, whilst the larger combined front side/indicator light units, common to many BMC vehicles of the time, were fitted to the front wings. These now included a separate bulb and amber lens for indicators while larger tail lamp units also included amber rear flashers. During the life of the Minor 1000 model, production declined. The last Convertible/Tourer was manufactured on 18 August 1969, and the saloon models were discontinued the following year. Production of the more practical Traveller and commercial versions ceased in 1972, although examples of all models were still theoretically available from dealers with a surplus of unsold cars for a short time afterwards. 1,619,857 Minors of all variants were ultimately sold.
RELIANT
Tamworth-based manufacturer began planning an open topped version of their popular Scimitar GTE as early as 1977, and they Ogle Design, who were also responsible for the GTE, to create a proposal. Tom Karen adapted his earlier GTE design and created a beautifully proportioned four-seater convertible with a good sized boot. From the B post back, all of the panels were new, with extra bracing introduced between the rear side panels and door hinge plates running under the dash board. The roll hoop from the GTE was retained, and for additional support this was linked to extra tubes running around the front screen creating a T bar design that would ensure the rigidity of the new body design. As the car sported a separate chassis and the extra bracing it did not suffer from the scuttle shake that can bedevil many monocoque convertibles. The hood was designed in house by adapting the hood frame from a Triumph Stag, with a bespoke cover made of mohair. A prototype car was produced in 1978, still in existence today, powered by a 3.0 Essex engine. Later Reliant replaced it with a 2.8 Cologne engine, because had Ford withdrawn their Essex engines from the European market in favour of the Cologne unit. This was slightly down on torque compared to the Essex engine, so to improve performance Reliant changed the final drive ratio from 3.31 to 3.54. The GTC, which surprisingly is lighter than the SE6B model GTE, was launched in March 1980 and was well received by the motoring press. However, in 1980 the country was heading into a recession and Reliant struggled to sell their £11,360 convertibles in great numbers. As a result, many cars were left sitting at the factory for months until owners could be found. A total of 442 production GTCs were manufactured by Reliant, 340 of which were manufactured in 1980. Just 3 were manufactured in 1981, 20 in 1982, 24 in 1983, 29 in 1984, 13 in 1985 and the final 13 in 1986. Today the GTC is a very rare sight on our roads and is possibly the most desirable of the Scimitar models.
ROVER
The Rover 600 is a medium sized executive car range that was produced between 1993 and 1999. The Rover 600 exterior was designed by Rover, and was a complete re-skin of the European Honda Accord, also built in the UK by Honda in Swindon. The core structure and vast majority of the engineering content was sourced from Honda but the vehicles were designed at the same time, with a small Rover team on-site in Japan. Colour and trim derivatives were also used to help separate the Rover from the Honda in the marketplace. It was generally said at the time that the Rover was a far better looking car than the Honda, and indeed many of the pre-launch clinics had given the car very high marks indeed for the elegance of its design. This was an example of partnering in the right way, as mechanically, the 600 relied lots of Honda, with the 1.8, 2.0 and 2.3-litre straight-4 petrol engines were all provided by the Japanese. All these were praised for their refinement and efficiency. The 2.0-litre turbodiesel Rover L-Series engine and turbocharged T-Series engines which joined the range some months after launch were developed by Rover, evolutions of units already available elsewhere in the Rover model range. The 620ti, the Turbo model, was launched in May 1994 and this was the most exciting car in the range. It had a turbocharged, intercooled, 16-valve, twin-cam 2.0-litre T series engine, a top speed of 143 mph and a 0-60 mph time of 7 seconds, thanks to 197 bhp and 174 lb/ft of torque. The 620ti also had uprated suspension, dark half-leather upholstery, and a set of six-spoke 16 inch alloy wheels. Autocar magazine had an example on a long term test and found it to be as quick in the mid-range as a Ford Sapphire 2.0i Cosworth following tests at Millbrook Proving Ground. The 600’s interior included wood and chrome trim, as well as relatively high equipment levels, although rear legroom was criticised as rather constrained. The interior was similar to the Japanese-built Honda Ascot Innova, except with a few cosmetic changes. Carpet was also not evident along the bottom trim of the dashboard, although it did feature there on the Innova. The Honda-derived chassis was reported to give a comfortable but unsporting ride. The 600 was available in a number of different trims. All models had power-assisted steering (PAS), electric front windows, remote central locking with alarm and immobiliser and tinted windows. The entry level 618i cars had unpainted bumpers initially which looked very cheap. The Si had split rear seats, Si Auto and above got a sunroof. SLi trim added electric rear windows and wooden door trim; GSi models received 15″ multispoke alloys and full leather trim. From 1994 all cars had a driver’s airbag. The 623iS had half leather trim and a small lip spoiler on its boot. The ti featured a set of 16″ six spoke alloys with uprated suspension, ‘Torsen’ gearbox and a dark half leather interior. Given the Rover’s equipment, prices were reasonably competitive in the large family car segment and considerably lower than the price of such compact executive cars such as the BMW 3 Series and Audi A4. The car had a mixed time with the press, with initially positive reports turning quite damning quite quickly, for no really discernible reason., The car was well built and proved reliable, even the ones with the British engines! Production ceased in the Spring of 1999; when the car, along with the Rove 800 was replaced with the retro-styled Rover 75 developed under BMW’s stewardship. It was good to see one example here, and in nice condition, as this model is often conspicuous by its absence at events like this. Perhaps the tide has turned and the car is now old enough for youngtimer classic status?
TVR
First introduced in 1967 as an evolution of the discontinued 1800S, the new Vixen used the same chassis as the outgoing car, but a significant change was the use of the 1599 cc Ford Kent engine (as found in the Ford Cortina GT), developing 88 bhp, a change necessitated by the problems TVR were having with receiving MG engine deliveries, and also in an effort to lower the price of the car. To use up remaining supplies, the first twelve Vixens built still received the MGB engine. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps. 117 of these were built before the S2 model arrived in 1968. This version was built with the longer (90 inch) wheelbase chassis, introduced on the Tuscan V8 but which TVR had now standardised to address complaints about difficulty of ingress. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style. Also very significant was the fact that the body was bolted (rather than bonded) to the chassis, meaning that it could be easily removed for repairs. The interior was improved, with a leather-skinned steering wheel mounted much lower than before. In a further attempt to improve the quality feel, the body was thicker and panel fit was improved. Sales were strong, with 438 of these made before the arrival of the S3, which continued to improve the car with a number of detail changes. The heat extraction vents on the bonnet were decorated with “Aeroflow” grilles borrowed from the Ford Zodiac Mark IV, and the Ford four-cylinder engine was now in the same tune as in the Ford Capri, producing 92 bhp. Instead of wire wheels, cast alloy wheels were fitted as standard. 165 of these were made before the final iteration, the S4 was launched. This was an interim model that used the TVR M Series chassis with the Vixen body shell. Apart from the chassis, there were no significant mechanical or cosmetic changes between the S3 and S4. Twenty-two were built in 1972 and one in 1973. TVR added a 1300 model to the range in late 1971. This was built in an attempt to fill an “economy” market segment for sports cars. It was powered by a 1296 cc Triumph Spitfire engine making 63 bhp, but its lacklustre performance limited its sales success. Top speed was barely 90 mph. Only fifteen were built, all in 1972. The final six of these cars were built on a M Series chassis, and the very last 1300 was also built with M Series bodywork, although it never received a “1300M” designation. Not to be confused with the later 2500M, the 2500 (marketed as the Vixen 2500 in the United States) was built between 1971 and 1972, and was designed to take advantage of the fact that the Triumph 2.5 litre inline-six engine had already been certified for US emissions standards (although only in 105 bhp form.) The final production run of the 2500 (comprising 96 cars) used the M Series chassis with Vixen-style bodywork. 385 of these cars were made.
VAUXHALL
The front-wheel drive Opel Corsa was first launched in September 1982. It went on sale first in France, Italy, and Spain – markets where small cars represented from 34 to 43 percent of sales. Built-in Zaragoza, Spain, the first Corsas were three-door hatchback and two-door saloon models, with four-door and five-door versions arriving in 1984. In certain markets, commercial “van” models were also sold, with or without rear windows depending on local requirements. In mainland Europe, the saloon versions were known as the “Corsa TR” until May 1985 and received an egg-crate grille rather than the four slits used on hatchbacks. The saloons were intended to appeal to customers of the Opel Kadett C and its sister the Vauxhall Chevette who still desired a traditional 3-box sedan shape – but it did not sell particularly well in most of Europe but were popular in Spain and Portugal, among other markets. While only taking ten percent of French Corsa sales during the car’s first half-year, the TR represented half of all Corsas sold in Spain. The basic trim level was called just the Corsa, which was followed by the Corsa Luxus, Corsa Berlina, and the sporty Corsa SR. The SR receives a spoiler which surrounds the rear window, alloy wheels, checkered sport seats, and a somewhat more powerful 70 PS engine. Six years later, the Corsa received a facelift, which included a new front fascia and some other minor changes. The models were called LS, GL, GLS, and GT. The Corsa A was known in the United Kingdom market as the Vauxhall Nova (as it was considered that Corsa sounded too much like “coarser”), where it was launched in April 1983, following a seven-month-long union dispute due to British workers being angry about the car not being built there, in contrast to the rival Ford Fiesta, Austin Metro and Talbot Samba. In addition, there was also a dispute about the disparity of import tariffs, as while cars exported from Spain to the European Community were subject to tariffs of only 4.4 per cent, those exported in the other direction were subject to tariffs as high as 36.7 per cent. Power first came from 1.0 L 45 hp, 1.2 L 55 hp, and 1.3 L 70 hp petrol engines. (The first engines were all equipped with carburettors; fuel injection came later, but never for the 1.0.) The engines were based on the well proven Family II design, except for the 1.0 L and early 1.2 L engines, which were based on the OHV unit from the Kadett C. There was also an Isuzu-built, 67 PS 1.5 L turbo diesel engine available, which was also used in the Isuzu Gemini at around the same time. The diesel joined the line up in May 1987, at the Frankfurt Motor Show, along with the sporty GSi. The engines and most of the mechanical componentry were derived from those used in the Astra/Kadett. In September 1987 the Corsa received a light facelift, with a new grille that was now the same on hatchbacks and sedans, an updated interior, and other slight changes. For the 1989 model year, the 1.3 was bored out to 1.4 litres. Power remained the same, although torque increased. A rare “Sport” model was produced in 1985 to homologate for the sub 1,300 cc class of Group A for the British Rally Championship. These Sport models were white and came with unique vinyl decals, a 13SB engine with twin Weber 40 DCOE carburettors, an optional bespoke camshaft, a replacement rear silencer, and few luxuries. This gave 93 hp and a top speed of 112 mph (180 km/h) with a 0–60 mph time of 8.9 seconds. These are by far the rarest models (500 produced) and thus acquire a high market price if one does become available. A 1.6 L multi point fuel-injected engine with 101 PS at 5600 rpm (98 PS in the catalysed version) and capable of 186 km/h (116 mph) was added to the Corsa/Nova at the 1987 Frankfurt Motor Show, giving decent performance and being badged as a GSi (“Nova GTE” in pre-facelift models in the United Kingdom, later models were all called GSi). The GSi’s engine mapping had been carried out by Opel tuning specialists Irmscher. A model with the 82 PS 1.4 L multi-point fuel-injected engine, which was otherwise mechanically identical to the GSi, also became available as the Nova SRi in the United Kingdom. In January 1988, a turbocharged version of the Isuzu diesel engine was introduced, with power increased to 67 PS. The design was freshened in September 1990, with new bumpers, headlights, grille, and interior, but it was clearly recognisable as a gentle makeover of an early 1980s design when it had to compete with the latest two all-new superminis in Europe – the Peugeot 106 and the Renault Clio. The car was finally replaced in the spring of 1993. Nearly 500,000 Novas were sold in Britain over its ten years on sale. In its best year, 1989, it was Britain’s seventh best selling car with more than 70,000 sales, but by February 2016, only 1,757 were still on the road.
VOLKSWAGEN
Conceived as a replacement for the popular Beetle Cabrio, and at the time unique in the market place, a convertible version of the Golf was presented to Volkswagen’s management by coachbuilder Wilhelm Karmann GmbH as early as 1976. This early prototype lacked the roll-over bar of the later version, and had a flat body line in the rear, where the soft top folded down below the sill level. The production version of the convertible Golf was designated Type 155. In Europe and Canada it was called the Golf Cabriolet, while in the United States it was sold as the Rabbit Convertible until 1985, when it was also renamed “Cabriolet”. The Cabriolet was sold from 1980 to 1993. It had a reinforced body, a transverse roll-over bar, and a high level of trim. From stamping to final assembly the Mk1 Cabriolet was built entirely at the Karmann factory. Volkswagen supplied engines, suspension, and interior trim for Karmann to install. The tops, of vinyl or cloth, were heavily insulated, with a heated glass rear window. The top was raised and lowered manually until 1991, when it became electrically operated. The body of the Cabriolet did not change through the entire production run except for a larger fuel tank. It kept the pre-1980 style of rear lamp clusters. A space saver spare wheel was fitted from the outset, including 1978 pre-production models, unlike the saloon which did not adopt this until 1984. All Cabriolets from 1988 on left the factory fitted with a “Clipper” bodykit that featured smooth body-coloured bumpers, wheel-arch extensions, and side skirts. Prior to the 1984 model year the highest standard specification Cabriolet was the GLI, which was essentially a GTI in all but name. It was only in late 1983 with the introduction of the 1984 model that an officially badged GTI version of the cabriolet finally became available.
I had not known quite what to expect, either of the setting or the event itself and both surprised me. It certainly was not a large event, and if I had made a long journey specifically for this, I think I would have been disappointed, but as a second thing to do following the Abarth breakfast meeting, and as I had been in the area overnight it definitely hit the spot and it was good to see some cars here that I’ve not seen at other venues, even those that are fairly close by, so it was good to have given this one a go.
