This was not an event, or a venue, which I had stumbled across in my own right, but to which I was alerted to by a good friend, who mentioned that he was going, not least as he had a theme compliant car, and he kindly offered me a lift to join in. Quick bit of googling, and I was not going to say “no”. So Retro-Sect is the dream of a guy called Ben Stinson, whom I first met when he worked at Classic Motor Hub. His business, housed in a unit a couple of minutes off junction 9 of the M5 in Ashchurch, Tewkesbury is a treasure trove of 80s and 90s nostalgia around PC gaming, electronic toys and other memorabilia from the era. Ben has built up a business in buying and selling such ephemera, capitalising on huge and growing interest for stuff from this era. He includes a few cars from the era in his stock. The shop is open from Wednesday to Saturday every week, but unless you know it is there, you probably would not find it. One way he thought of to get the word out, is to host some Cars and Coffee type meets, and this is the second one. I believe, that he has organised. The request, as space is limited, is that people register, and ideally come in a vehicle that is appropriate to the theme of the shop, and most of the cars that were there did indeed meet this criteria. On a grey November Saturday morning, we set out to investigate. Hre is what we found:

CARS and COFFEE DISPLAY

There is limited space immediately around the unit, but cars were all accommodated somewhere nearby, and there was plenty of variety to be seen here.

ALFA ROMEO

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

BMW

The BMW E30 is the second generation of BMW 3 Series, which was produced from 1982 to 1994 and replaced the E21 3 Series, and was the car which really saw the popularity of the 3 Series increase dramatically. Development of the E30 3 Series began in July 1976, with styling being developed under chief designer Claus Luthe with exterior styling led by Boyke Boyer. In 1978, the final design was approved, with design freeze (cubing process) being completed in 1979. BMW’s launch film for the E30 shows the design process including Computer-aided design (CAD), crash testing and wind-tunnel testing. The car was released at the end of November 1982. Externally, the E30’s appearance is very similar to twin headlight versions of its E21 predecessor, however there are various detail changes in styling to the E30. Major differences to the E21 include the interior and a revised suspension, the latter to reduce the oversteer for which the E21 was criticised. At launch, the car had a 2 door style like its predecessor and just four engines, all of them petrol: the 316 and 318 four cylinder units and the 320 and 323i 6 cylinders. This last was soon upgraded to a 2.5 litre unit. Diesel models were added during the 80s and there was an all-wheel drive 325iX option for continental European markets. In addition to the 2 door saloon and Baur convertible body styles of its E21 predecessors, the E30 became available by early 1984 as a four-door sedan and later a five-door station wagon (marketed as “Touring”). The Touring body style began life as a prototype built by BMW engineer Max Reisböck in his friend’s garage in 1984 and began production in 1987. The factory convertible version began production in 1985, with the Baur convertible conversions remaining available alongside it. Following the launch of the E36 3 Series in 1990, the E30 began to be phased out.

CITROEN

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a flagship saloon replacement for the Citroën CX. It went on sale in its native France immediately afterwards, and was available in right-hand drive on the UK market from October 1989. The XM estate was launched in the spring of 1991, until which time the estate version of the CX remained in production. The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. With total sales over its lifetime of just 330,000 units in 11 years, and the fact that its replacement Citroën C6 was not launched until the end of 2005 (despite being scheduled for launch in 2001), the XM might be considered a failure. By the second half of the 1990s, sales were in sharp decline, but Citroën did not end production of the car until 2000. There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (many surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM ceased production in the mid 1970s. When the estate model joined the line-up, Citroën had a competitor at almost every level with most other similar-sized European cars. Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design – a feature thought to be desirable in certain European markets – perhaps uniquely, it featured an additional glass panel that could lift with the tailgate but when shut, isolated the passenger compartment, to mimic the feel of a salon car. In mid-1994, the XM was revised in order to improve competitiveness. This did not materially impact sales. All models were fitted with driver’s airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroën Xantia. This sharpened the “steering without inducing a nervous twitch.” Power output on the turbocharged motor was increased to 150 bhp from 145 bhp at 4400 rpm. This allowed the car to develop more torque at much lower revs. The important 50–70 acceleration time was 8 seconds compared to the Ford Scorpio 2.0 16V Ghia’s 17 seconds. The view of CAR magazine was that this engine “provides unusually swift access to effortless power … it delivers progressively with commendably little fuss; that this 2.0 turbo is as refined as it is muscular makes the XM’s performance all the more creditable”. XM was intended to compete against prestige vehicles like the Audi 100 and BMW’s 5 Series in a sector that accounted for 14.2% of the European market. It also competed with cars from mainstream brands including the Ford Scorpio and Opel Omega. Citroën was quoted as saying that the car was supposed to “take what Citroën means and make it acceptable”. The car’s initial reception was positive. Some six months after its launch, The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 major awards within a year of its launch. The anticipated annual sales of 450 cars a day in the first full year of production, or 160,000 units a year, never materialized. Sales never reached this ambitious level (higher than even its popular predecessor) for a variety of reasons. Like the CX, the XM did not have the worldwide distribution of competitors from BMW, Audi, and Mercedes-Benz. Also, it was launched only a year before a major global recession began, impacting negatively on car sales across the world; a notable example being the UK, where more than 2.3 million new cars were registered in 1989, but that figure fell to less than 1.6 million in 1991 (a drop of more than 30% in just two years). In Japan the XM was sold through Mazda’s Eunos dealership chain, part of an effort to minimize the appearance of Japan’s automobile market being closed to imports. It was also offered by Citroën’s traditional importer Seibu Motor, who kept selling the XM by themselves after the Eunos brand was discontinued in 1996. The market for executive cars made by volume manufacturers (Ford, Opel, etc.) was on the verge of decline as customers opted for offerings from more prestigious marques, a trend which saw Ford pull out of this market sector in 1998 and Opel in 2003. Customers were placing a higher priority on speed and handling rather than ride comfort which was Citroën’s specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM’s styling was also controversial and alienated those who desired a more conventional three box sedan. Peugeot introduced an XM competitor, the very similar Peugeot 605 that also sold weakly. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroën DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989. Export markets experienced lower sales from the outset, partly due to the XM’s pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. By early 1993, the XM was viewed as an “underachiever”. Initial sales in the UK were at 3,500 units a year, making it Citroën’s weakest seller. The 2.0-litre petrol engined variants were viewed as being the least competitive. As a result, Citroën restructured the range such that all but the base model petrols were fitted with low-inertia Garret turbochargers to add an extra 15 bhp. This made the cars more powerful than more expensive competitors such as the Rover 820, Vauxhall Carlton and Ford Granada 2.0 GLX. After a run of 11 years, production finally ended in June 2000, with 337,000 made. By 1998, Citroën had confirmed that it would soon be discontinuing the XM and replacing it with an all-new model. At the Geneva Motor Show in March 1999, it unveiled the C6 Lignage concept car, which was scheduled for launch in 2001. In the event, the XM’s successor – the C6 – did not go on sale until late 2005 and was even less successful.

The Xantia replaced the earlier Citroën BX (which straddled both small and large family car segments), and maintained the high level of popularity of that model, but brought the car more into the mainstream to compete harder with its rivals, such as the Ford Mondeo, Nissan Primera, Rover 600, Toyota Carina E and Opel Vectra/Vauxhall Cavalier. Sales commenced in March 1993. The car was built from November 1992 to October 2002 in France, totalling almost ten years, including the facelift in December 1997. It signalled that Citroën had learned from the reception given to the staid Citroën ZX, introduced two years earlier, and criticised by contemporary journalists for its lack of traditional Citroën flair, in engineering and design. Citroën addressed these concerns in the Xantia. The Xantia also used the traditional Citroën hydropneumatic suspension system, which was pioneered by the older DS. It was initially only available as a hatchback (notchback) (Berline), but an estate (station wagon) (Break) version, built by Heuliez, appeared in September 1995. Inline with PSA Group policy, the Peugeot 406, launched two years later, used the same floorpan, core structure and engines as the Xantia. The Hydractive suspension system was not carried over, and the 406 utilised a more traditional spring suspension. Sales in the United Kingdom were strong, and even though it was never able to match the volume of British favourites, such as the Ford Mondeo or Vauxhall Vectra, the car did help Citroën establish a strong foothold in the business car market in the United Kingdom.

DAEWOO

The Daewoo Lanos is a compact / sedan car produced by the South Korean manufacturer Daewoo from 1997 to 2002, and thereafter produced under license agreements in various countries worldwide. It has also been marketed as the Daewoo Sens, ZAZ Sens and ZAZ Lanos in Ukraine, Doninvest Assol and ZAZ Chance in Russia, FSO Lanos in Poland, or Chevrolet Lanos in Ukraine, Russia, and Egypt. It was designed by Giorgetto Giugiaro and initially featured three body styles: three-door and five-door hatchbacks and a four-door sedan. The Lanos was designated the T100 model code at launch; the T150 code applies to the updated models introduced in 1999. In 2006, a panel van version, produced in Ukraine by ZAZ, was also introduced. The Daewoo Lanos was designed to replace the Daewoo Nexia in the Daewoo line-up and was itself replaced by the Daewoo Kalos. In 1992, Daewoo dissolved its joint-venture with General Motors, and simultaneously a decision was made to independently develop replacements for the contemporary Daewoo Motors products, based on older General Motors models. The Lanos development programme was formally started in autumn 1993, with the goal to create a car to replace Daewoo Nexia as Daewoo’s small family car. The project began with a comparative study of competing models from 20 different manufacturers, with Toyota Tercel, Opel Astra and Volkswagen Golf identified as most competitive. Four design studios were commissioned to deliver clay models presenting their ideas for the new model’s styling. Giorgetto Giugiaro’s design was chosen, and Italdesign was commissioned to develop the car’s final outside and interior styling. The technical side of the project was conducted simultaneously by Daewoo’s development center in South Korea, as well as suppliers and contractors who were involved in developing particular components. This included AC Rochester (engine components), Delco Chassis Division (brakes, including ABS), GM Powertrain (automatic transmission), Italdesign (body, structural analysis, electrics, prototype construction), PARS Passive Rückhaltesysteme GmbH (airbags) and Porsche (vehicle concept – research, structural analysis, suspension and brake components, and experimental production supervision). By the end of 1995, 150 prototypes were built (providing for three body styles). The development programme involved extensive testing in a multitude of locations. Safety tests included high-speed stability and durability testing in England, and brake testing on the Großglockner in Austria. Low-temperature testing was conducted in Canada, Sweden (Arjeplog), and Russia (Moscow, Khabarovsk) while high-temperature tests took place in the US (Death Valley), Oman (Nizwa), Australia (Alice Springs), Spain (Barcelona), and Italy (Nardò). The programme was completed in a remarkable time of only 30 months from the approval to the commencement of large-scale production of the Lanos sedan for the Korean market. European-market production began in 1997. Production of the Daewoo Lanos ended in 2017.

FIAT

Developed as the Tipo 175, the Coupe was introduced at the Brussels Motor Show in 1993. It is perhaps best remembered for its distinctive, angular design, with unique scalloped side panels. The body was designed by Chris Bangle from Centro Stile Fiat, while the interior was designed by Pininfarina, and the car media headlines in auto magazines during 1992 after several spy shots were taken revealing the car on test. On its launch in 1993, the Coupé was available with a four-cylinder, 2.0 litre 16V engine, in both turbo (190 PS) and normally aspirated (139 PS) versions. Both engines were later versions of Fiat’s twin-cam design and inherited from the Lancia Delta Integrale. 1996 brought in a 1.8 litre 131 PS 16V engine (not available in the UK), along with a 2.0-litre 5-cylinder 20V (147 PS), and a 5-cylinder 2.0-litre 20V turbo (220 PS). The turbocharged 16 and 20 valve versions were equipped with a very efficient Viscodrive limited-slip differential to counter the understeer that plagues most powerful front wheel drive cars. Additionally, the coupe featured independent suspension all round: at the front MacPherson struts and lower wishbones anchored to an auxiliary crossbeam, offset coil springs and anti-roll bar; at the rear, trailing arms mounted on an auxiliary subframe, coil springs and an anti-roll bar. The car was well received at launch, and the 5 cylinder engines just made it even better, with sales increasing slightly for a couple of years, but then they started to drop off, as Coupe models in general fell from favour. 1998 saw the release of the Limited Edition which featured red Brembo brake calipers at the front and standard red calipers at the back, a body kit, push-button start, six-speed gearbox, strut brace to make the chassis more rigid and Recaro seats with red leather inserts which offered better support than the standard 20VT seats. The LE was produced in Black, Red, Vinci Grey (metallic), Crono Grey and Steel Grey (metallic). The bodywork of the LE also benefited from titanium coloured insert around the light bezels and the wing mirrors. Each Limited Edition (‘LE’) Coupé was manufactured with a badge located by the rear-view mirror which contained that car’s unique number (it is rumoured that Michael Schumacher was the original owner of LE No. 0001, however when the question was raised to him personally he confirmed he had owned one, but a red one, while LE No. 0001 is a Crono Grey one). Originally a spokesman from Fiat stated only approximately 300 Limited Editions would be built. The final number  was much higher, perhaps as many as 1400. This angered many of the owners of the original 300 cars and almost certainly impacted residual values. The original number however was quoted by a Fiat UK spokesman, so probably that number only applied to the UK market. The numbered plaque on every Coupe features enough space for 4 numbers. In 1998 the 2.0-litre 5-cylinder 20V got a Variable Inlet System which brought the power to 154 PS. The 2.0-litre 5-cylinder 20V Turbo received a 6-speed gearbox and a large, satin gloss push starter button. In addition, the sills of the Turbo version were colour matched with the body paintwork. Fiat also released the 2.0 litre  5 cylinder Turbo ‘Plus’. This model came with an option kit that made it virtually identical to the LE, except for minor interior design changes and without the unique identification badge of the LE. In 2000 Fiat released another special version of the Fiat Coupé. Featuring the 1.8-litre engine, it was only available throughout mainland Europe and marketed as an elegant and affordable edition. Fiat also made changes throughout the rest of the range: new seats, side skirts and wheels for the 2.0-litre 20V model, ‘Plus’ edition wheels on turbo models and Fiat manufactured seats on the ‘Plus’ that were virtually identical to the original Plus Recaro seats with the addition of extra airbags. The 2.0-litre 20V Turbo model is capable of accelerating from 0–100 km/h (0 to 62 mph) in 6.5 seconds and 6.3 seconds for the 20v Turbo Plus, with a top speed of 240 km/h (149 mph) or 250 km/h (155 mph) with later 6-speed gearbox. When production finally stopped in September 2000, a total number of 72,762 units had been produced. There are still well over 1000 units in the UK, so this is a Fiat which has proved durable as well as good to drive, and to look at.

FORD

It was nice to see a Mark 2 Capri here, as these seem to be the rarest of the three generations of the “Car you always promised yourself”. It was introduced on  25 February 1974. After 1.2 million of the original model had been sold, and with the 1973 oil crisis, Ford chose to make the new car more suited to everyday driving with a shorter bonnet, larger cabin and the adoption of a hatchback rear door (accessing a 630-litre boot). By the standards of the day, the Capri II was a very well evolved vehicle with very few reliability issues. Although the car appeared the same in all European markets, there were still different engines between the UK models (1.3, 1.6, 1.6GT, 2.0 and 3.0) and Germany where the Capri had the same 4 cylinder engines at the bottom of the range, a 1.3-litre (55 PS), 1.6-litre (72 PS ), 1.6-litre GT (88 PS), and 2.0-litre (99 PS) but the upper reaches included a 2.3-litre V6 (108 PS) as well as the UK sourced 3.0-litre V6 with 140 PS. All were available with either a four-speed Ford Type 5 manual transmission or one of Ford’s new C3 three-speed automatic transmissions available on all models except the 1.3, the C3 automatic transmission proved to be a very popular option among Ghia buyers, therefore it became standard on all Ghia models after the 1976 model year and the four-speed manual transmission became optional. As before, there were plenty of trim levels and options, so you could personalise your Capri. Ford introduced the John Player Special limited edition, (known as the JPS) in March 1975. Available only in black or white, the JPS featured yards of gold pinstriping to mimic the Formula 1 livery, gold-coloured wheels, and a bespoke upgraded interior of beige cloth and carpet trimmed with black. In May 1976, and with sales decreasing, the intermediate 3.0 GT models disappeared to give way for the upscale 3.0 S and Ghia designations. In October 1976, production was limited to the Saarlouis factory only. In 1977 Ford RS dealerships started offering various different performance and handling upgrades for the Capri, Escort, Cortina, and Fiesta. Cars with these upgrades equipped are referred to as ” X Pack ” models.

By 1978, Ford Europe was working on a new mid-range model to replace the Cortina/Taunus during the early 1980s, working under the codename “Project Toni”. Ford had confirmed during 1981, a year before the Sierra’s official launch, that its new mid-range car would carry the Sierra name, signalling the end of the Taunus and Cortina nameplates after 43 years and nine generations respectively 20 years and five generations. In September that year, it had unveiled the Probe III concept car at the Frankfurt Motor Show, hinting at what the new car would look like when the final product was unveiled 12 months later. At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line three-box styling of the Taunus/Cortina, and it was nicknamed “the jellymould”. The shape served a purpose though, producing a drag coefficient of 0.34, a significant improvement over the boxy outgoing Taunus’s/Cortina’s 0.45. This aerodynamic design was key for reducing fuel consumption according to Ford, and was even used as compensation for the V6-engines. The interior was more conventional, although Ford took a page from BMW by angling the center of the dashboard towards the driver. Sales were slow in the first months – the situation being exacerbated by heavy discounting by Ford dealers of surplus Cortina stock from the autumn of 1982 onwards, with more than 11,000 new Cortinas being registered in 1983. However in 1983, its first full year of sales, the Sierra managed nearly 160,000 sales in Britain, outsold only by the smaller Escort. Ford had also launched the more conservatively designed Escort-based Orion saloon that year, which found favour with buyers who would otherwise have been the Sierra’s target customers. In West Germany, it was proving very popular from an early stage; within months of its launch, it was reportedly achieving treble the number of sales that the Taunus had been attaining – though in West Germany, the Taunus had not been quite as popular or iconic as its Cortina equivalent had been in Britain. It was later in the Sierra’s life that the styling began to pay off; ten years after its introduction, the Sierra’s styling was not nearly as outdated as its contemporaries, even though all major competitors were newer designs, though the Sierra had been tweaked on several occasions and many new engines had been added. The most notable changes came at the autumn of 1987, with a major facelift and the addition of a 4-door saloon (UK: Sapphire). As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal. At its peak, it was Britain’s second best selling car in 1983, 1988 and 1989, and was still Britain’s fifth best selling car in 1992. Its best year was 1989, when more than 175,000 were sold. However, it was outsold by the Vauxhall Cavalier in MK2 form during 1984 and 1985, and then from 1990 until its demise by the MK3 Cavalier. Nevertheless, it comfortably outsold its second key rival, the Austin Montego, which was launched in April 1984. Between 1985 and 1988, the Sierra faced fresh competition in Europe from the likes of the Renault 21 and Peugeot 405, while Japanese carmaker Nissan was producing its Bluebird model in Britain from 1986. Early versions suffered from crosswind stability problems, which were addressed in 1985 with the addition of “strakes” (small spoilers) on the rear edge of the rubber seals of the rear-most side windows. These shortcomings saw a lot of press attention, and contributed to early slow sales, when it was outsold by its key rival the Vauxhall Cavalier in 1984 and 1985. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn’t be “read” to interpret major damage) also harmed the car’s reputation. This reached near-hysterical heights in its early months on sale, with UK press making a report that Ford would reintroduce the previous Cortina model out of desperation. These reports were swiftly denied by Ford. However, sales began to rise during 1983, and it finished as Britain’s second best selling car behind the Escort. After being outsold by the Cavalier for the next two years, it regained its lead of the market sector in Britain during 1986, and a refreshed range (with more engine options as well as the introduction of a saloon) enjoyed a surge in sales from 1987, though the MK3 Cavalier finally outsold it in 1990. Even in 1992, the Sierra was still Britain’s fifth best selling car. It was nicknamed “the salesman’s spaceship” on account of its status as a popular fleet car in Britain. In contrast to the Sierra’s groundbreaking exterior design, the drivetrain was quite outdated as it was adopted from the outgoing Taunus/Cortina. Engines and gearbox wear upgraded, but the Sierra maintained the rear-wheel drive configuration. Most competitors were already switched to front-wheel drive around that time. Ford claimed however this set-up was required to offer V6-engines, which had to contribute to the Sierra’s driving comfort. New for the Sierra was a diesel engine, although the engine itself wasn’t new at all. Similar to the Ford Granada, Ford used an “Indenor”-engine which was designed by Peugeot in the 1950s. While the Granada was offered with 1.9, 2.1 and 2.5 diesels, the Sierra unit had a displacement of 2,3 litre. This engine was replaced only in 1989 by an all-new 1.8 liter turbodiesel, developed by Ford itself. The Sierra had a four-speed manual gearbox as standard, with a five-speed as option but standard on the 2.3D and 2.3 V6. At a time when the rival Vauxhall Cavalier was offered with a five-speed, this led to some critics commenting that the Sierra was somewhat underpowered. In the mid-1980s, many smaller cars (some even two segments smaller) featured five-speed gearboxes as standard. One of the most striking design features of the Sierra was its closed front panel instead of a grille, which was later also to be found on the 1985 Ford Taurus. The air intake was situated below the front bumper, making the Sierra a so-called ‘bottom breather’. The headlights were integrated in this front panel while the indicators were mounted in the bumper within a combined unit with the foglights. However, this set-up was only present on the top-of-the-line “Ghia”-trim as well on the later introduced XR4i sportmodel. The other Sierra models had a more traditional front end with a two-bar grille between the headlights, being unpainted on the base model. These models had the indicators in the bumper as well, although being slimmer but wider and without the foglights. Both the Ghia and XR4i had wide headlights with two lenses while the other models had smaller lights with a single lens. For the 1985 model year, all the lower-spec models, except the base model, adopted the Ghia and XR4i’s front grille and headlight treatment. However, the second lens of the lower-spec models had no actual light within it. On the Ghia and XR4i this lens contained additional high beam lamps. The South-African XR8 model’s front end was similar to the XR4i’s but featured a small grille between the headlights. The rear lights of the Ghia, as well as the very early XR4i’s, were the same shape and layout as other models, but featured tiny horizontal black strakes on the lenses to give the impression that they were smoked. The car was replaced by the Mondeo in Europe in April 1993, though stocks lasted for about two years afterwards. The Sierra remained a popular second-hand buy and common sight on British roads until well beyond the year 2000.

Drawing on inspiration from the mid-engined Ford Mustang I concept vehicle, Lee Iacocca ordered development of a new “small car” to vice-president of design at Ford, Eugene Bordinat. Bordinat tasked Ford’s three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The Lincoln–Mercury design studio ultimately produced the winning design in the intramural contest, under Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster. Development of the Mustang was completed in a record 18 months from September 1962 to March 1964. and Iacocca himself championed the project as Ford Division general manager. The styling is often credited to one person, and that is not accurate, as this was very much a team effort, it has been reported by those involved. To decrease developmental costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitised platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully equipped V8 model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the “torque box” was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling. The car was launched in 17th April 1964, as a hardtop and a convertible, with the fastback version following in August. It was an instant sensation, with demand massively exceeding supply. Since it was introduced four months before the normal start of the 1965 production year and manufactured alongside 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. Nevertheless, all “1964½” cars were given 1965 U.S. standard VINs at the time of production, and – with limited exception to the earliest of promotional materials – were marketed by Ford as 1965 models. The low-end model hardtop used a “U-code” 170 cu in (2.8 litre) straight-6 engine borrowed from the Falcon, as well as a three-speed manual transmission and retailed for US$2,368. Standard equipment for the early 1965 Mustangs included black front seat belts, a glove box light, and a padded dash board. Production began in March 1964 and official introduction following on April 17 at the 1964 World’s Fair. V8 models got a badge on the front fender that spelled out the engine’s cubic inch displacement (“260” or “289”) over a wide “V.” This emblem was identical to the one on the 1964 Fairlane. Several changes to the Mustang occurred at the start of the “normal” 1965 model year in August 1964, about four months after its introduction. These cars are known as “late 65’s”. The engine lineup was changed, with a 200 cu in (3.3 litre) “T-code” engine that produced 120 hp. Production of the Fairlane’s “F-code” 260 cu in (4.3 litre) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp “C-code” 289 cu in (4.7 litre) engine with a two-barrel carburettor as the base V8. An “A-code” 225 hp four-barrel carburettor version was next in line, followed by the unchanged “Hi-Po” “K-code” 271 hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (a way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says “GEN” or “ALT”). The Mustang GT version was introduced as the “GT Equipment Package” and included a V8 engine (most often the 225 hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. In the interior the GT option added a different instrument panel that included a speedometer, fuel gauge, temp. gauge, oil pressure gauge and ammeter in five round dials (the gauges were not marked with numbers, however.) A four-barrel carburettor engine was now available with any body style. Additionally, reverse lights were an option added to the car from August 1964 production. In 1965, the Shelby Mustang was born, it was available only in newly introduced fastback body version with its swept-back rear glass and distinctive ventilation louvres. The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of colour options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95.A 14″ rim option was available for Rally-pac and GT350R vehicles widening front and rear track to 57.5″. Reproductions are presently available from any number of Mustang restoration parts sources. A compass, rear seat belts, A/C, and back-up lights were also optional. The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and filler cap. Ford’s new C-4 “cruise-o-matic” three-speed auto transmission became available for the 225 hp V8. The 289 “HiPo” K-code engine was also offered with a c4 transmission, but it had stronger internals and can be identified by the outer casing of the servo which is marked with a ‘C’. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a low stall speed automatic torque converter. The “HiPo” could be spotted very easily by the 1-inch-thick vibration damper, (as compared to 1/2 inch on the 225-hp version) and the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter “K” stamped between the valve springs, along with screw in studs (vs. a pressed in stud for other 289s) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang would be the best-selling convertible in 1966, with 72,119 sold, beating the number two Impala by almost 2:1. The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. From August 1964 production, the emblem was a single vertical piece of chrome, while for 1966 models the emblem was smaller in height and had three horizontal bars extending from the design, resembling an “E”. The front intake grilles and ornaments were also different. The 1965 front grille used a “honeycomb” pattern, while the 1966 version was a “slotted” style. While both model years used the “Horse and Corral” emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed. The 1966 model year saw introduction of ‘High Country Special’ limited edition, 333 of them were sold in Colorado, Wyoming, and Nebraska. When Ford wanted to introduce the Mustang in Germany, they discovered that Krupp company had already registered the name for a truck. The German company offered to sell the rights for US$10,000. Ford refused and removed Mustang badges from exported units, instead naming the cars as T-5 (a pre-production Mustang project name) for the German market until 1979 when Krupp copyrights expired. In 1965, Harry Ferguson Research purchased 3 Mustang notchbacks and converted them to 4×4 in an attempt to sell potential clients on their FF AWD system. A similar system was used in the Ferguson P99 Formula One car, and would go on to be featured in the Jensen FF, widely considered the first AWD passenger car. As in the Jensen FF, the AWD Mustangs also featured an ABS braking system, long before such a feature was commonplace. Ford Australia organised the importation and conversion of 1966 Mustang to right-hand-drive for the Australian market. This coincided with the launch of new XR Falcon for 1966, which was marketed as “Mustang-bred Falcon”. To set the official conversion apart from the cottage industry, the RHD Mustangs were called “Ford Australia Delivered Mustang” and had compliance plates similar to XR Falcon. About 209 were imported to Australia with 48 units were converted in 1965 while the further 161 were done in 1966. The 1967 model year Mustang was the first redesign of the original model. Ford’s designers began drawing up a larger version even as the original was achieving sales success, and while “Iacocca later complained about the Mustang’s growth, he did oversee the redesign for 1967 .” The major mechanical feature was to allow the installation of a big-block V8 engine. The overall size, interior and cargo space were increased. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp 6.4 litre FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor. During the mid-1968 model year, a drag racer for the street could be ordered with the optional 428 cu in (7.0 litre) Cobra Jet engine which was officially rated at 335 hp. All of these Mustangs were issued R codes on their VIN’s. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the “pony interior” nickname) in favor of a new deluxe interior package, which included special colour options, brushed aluminium (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels. The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models. The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior. The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique centre and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column. The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console. Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, “FORD” lettering removed from hood, rearview mirror moved from frame to windscreen, a 302 cu in (4.9 litre) V8 engine was now available, and C-Stripe graphics were added. The California Special Mustang, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the ‘High Country Special’, was sold in Denver, Colorado. While the GT/CS was only available as a coupe, the ‘High Country Special’ model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a Dodge Charger through the streets of San Francisco. There were further annual updates until the model’s replacement in 1973, but with each the car got steadily bigger and less overtly sporty. Sales reduced, too, suggesting that Ford were losing their way. Mustang II did not fix that, of course, but gradually, the legendary nameplate has returned to delivering the same sort of promise as those early and much loved cars were able to do.

HONDA

The fourth-generation Honda Civic is a Japanese sub-compact automobile. It was produced by Honda from 1987 until 1991 with the wagon continuing in production in some markets until 1996. The suspension had a new double-wishbone suspension in the front and an independent suspension in the rear, the wheelbase was increased to 250 centimetres (98 in) from that of the third-generation Civic, and the body was redesigned with a lower hood line and more glass, resulting in less drag. The redesigned Civic was introduced in 1987 for the 1988 model year. The fourth-generation Civic would be available in three variants; 3-door hatchback, 4-door sedan and 5-door wagon with various trim levels offered in each variant. For most of Europe, the base model came equipped with a 1.3 L 4-cylinder engine. Next was a 1.4 L SOHC 4-cylinder dual-carbureted engine with 90 PS which was available from 1988 until 1991, followed by the fuel injected 1.5i GL and GLX models. In the United Kingdom, the sedan was initially not available although it had been offered in many continental European markets since the introduction. With a resurgence in sales of saloons, it was introduced in early 1990, and then only as a carburetted 1.4 GL.[7] The 1.5 and 1.6 saloons were not sold in the UK, to avoid cannibalizing sales of the soon-to-be-released Concerto saloon. The sporting European 1.6i GT and 1.6i-16 (depends on country) had a 1.6 L DOHC four-cylinder engine and produced 124 PS D16Z5) or 130 PS (D16A9). In Europe, the SiR was called 1.6i-VT and had a similar 1.6-liter DOHC VTEC (B16A1) 4-cylinder engine. The fifth generation models arrived in late 1991.

HYUNDAI

One of the few new cars that was parked up here was this small and sport hatch the well-received i20N.

LANCIA

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.

MAZDA

The sixth generation Familia (BG) included three-door hatchback, five-door fastback, and four-door sedan variants, none of which share any body panels. The new five-door fastback version was called the Familia Astina in Japan and was sold as the 323F or 323 Astina elsewhere. The BF wagon (originally introduced in 1985) was carried over in facelifted form, although Ford marketed a wagon on the new platform as part of the North American Escort line. The BG Familia was available with front- or all-wheel drive and a 1.3 L, 1.5 L, 1.6 L, or 1.8 L gas or 1.7 L diesel engine. Later, a turbocharged engine was added, especially developed for homologation purposes for the World Rally Championship, Group A category. The four-wheel drive models (including the turbocharged GT-X) were introduced in August 1989. In Japan, the SOHC 1.6 was only available coupled to four-wheel drive. With a carburettor, it offered 91 PS, the same as the lower-spec 1.5, but with a somewhat larger torque curve. In Europe, only the 1.8 (in naturally aspirated, 106 PS form or either of the turbocharged variants) was offered with four-wheel-drive. Production of the BG Familia mostly ended on 24 May 1994, although the 1.3-liter hatchback was kept in production until October 1996 as there was originally no 1.3 option in the following generation. In Australia, the BG model continued to be sold until 1996 as a more affordable alternative to the newer BH model.

The MX-5 was unveiled at the Chicago Auto Show on February 10, 1989, with a price tag of US$14,000. The MX-5, with production code NA, was made available for delivery to buyers worldwide in the following dates: May 1989 (as a 1990 model) in the US and Canada; September 1, 1989 in Japan; and 1990 in Europe. An optional hardtop was made available at the same time, in sheet moulding compound (SMC). Demand initially outstripped production, fueled by enthusiastic press reviews. In Japan, the car was not badged as a Mazda, as the company was in the process of launching different marques for deluxe models, similar to Nissan’s Infiniti, Honda’s Acura and Toyota’s Lexus. Instead, the Mazda MX-5 was sold as the Eunos Roadster, and was joined by the MX-3/AZ-3/Eunos Presso (based on Japanese Mazda dealerships). The exterior dimensions and the engine displacement were also in compliance with Japanese Government compact car regulation. The body shell of the NA was all-steel with a lightweight aluminium bonnet. Overall dimensions were 3,970 mm (156 in) in length, 1,675 mm (65.9 in) in width, and 1,235 mm (48.6 in) in height. Without options, the NA weighed only 980 kg (2,160 lb). It had a drag coefficient of Cd=0.38. Suspension was an independent double wishbone on all four wheels, with an anti-roll bar at the front and rear. Four-wheel disc brakes, ventilated at the front, were behind alloy wheels with 185/60HR14 radial tyres. The base model came with stamped steel wheels from the then-current 323/Protege.The original MX-5, with standard manual transmission, came with a 1.6 L DOHC inline four-cylinder engine, producing 115 bhp at 6,500 rpm, and 136 N⋅m (100 lbf⋅ft) of torque at 5,500 rpm. The engine employs an electronic fuel injection system using a vane-type air flow meter and an electronic ignition system with a camshaft angle sensor instead of a distributor. This engine, codenamed B6ZE(RS), was specifically designed for the MX-5 and featured a lightened crankshaft, flywheel, and aluminium sump with cooling fins. An MX-5 with the optional automatic transmission had its 1.6L engine tuned to develop peak torque at lower rpm’s (136 Nm, 100 lb/ft at 4000 rpm) to better mate with the automatic transmission gearing and torque requirements. This tuning resulted in a lower peak power of 105 bhp at 6500 rpm. The standard transmission was a five-speed manual, derived from the one used in the Mazda 929/Luce (also rear-wheel drive) The gear shift was the subject of close attention during development, with engineers told to make it shift in as small a gear pattern as possible and with minimal effort. In Japan and the US, an optional automatic transmission was also offered. The Japanese and American markets also received an optional viscous limited-slip differential, although it was only available for cars with a manual transmission. To achieve the low introductory price, the base model was stripped. It had steel wheels, manual steering, roll-up windows, and no stereo or air-conditioning. Power steering, air-conditioning, and stereo were added as standard equipment in later years. The NA could reach 60 mph in 8.3 seconds and had a top speed of 203 km/h (126 mph) although Japanese market Eunos models were limited to 180 km/h (110 mph). This first generation of Miata (often referred to as the NA) included a special Limited Edition of 2000 examples in 1991, produced in British racing green with the first use of tan interior, to celebrate the highly successful launch of the MX-5 in the UK. These have a numbered brass plaque on the Windshield Frame and on the front of the Owners Book, and are fitted with alloy wheels from MSW (Mazda Sports Workshop) which are often mistaken for BBS, but which are entirely unique to this model. The NA with an automatic transmission reached 60 mph in 9.9 seconds and had a top speed of 181 km/h (112 mph). In 1993, 1,500 LE (Limited Edition) cars were produced. This model featured red leather interior, upgraded stereo, Nardi shift knob, leather-wrapped steering wheel, cruise control, limited-slip differential, power windows, power mirrors, power steering, air conditioning, BBS wheels, Bilstein shocks, front and rear spoilers, ABS brakes, stainless sill plates, and Harley style peanut tank door speaker trim. All 1993 LE cars came in black. For the 1994 model year, the first-generation MX-5 was freshened with the introduction of the more powerful 1,839 cc BP-ZE engine, dual airbags placed in a redesigned dashboard, the addition of a Mazda badge on the front fascia in the US and a limited-slip differential in some markets. The chassis was substantially braced to meet new side-impact standards, most visibly by adding a “track bar” between the seatbelt towers inside the car, but also to the front and rear subframes. Also, 1994 and 1995 were the only years in which Mazda offered a light metallic blue paint (Laguna Blue Mica), making these cars rare collector’s cars to some. 1994 also saw the introduction of the “R” package, a sport-themed package with Bilstein shocks, stiffer sway bars, retuned springs, subtle front and rear underbody spoilers, and a Torsen LSD. Air conditioning was optional, but the “R” package was not available with power steering, leather, or an automatic transmission. It can also be identified by a red Miata badge on the rear instead of the usual black. No body style changes were made, however. Halfway through the 1997 model year the hazard light button was changed to a black button with red symbol as opposed to the earlier red button with white symbol. The new 1,839 cc engine produced 129 bhp at 6,500 rpm and 149 Nm (110 lb/ft) of torque at 5,500 rpm, which was then increased to 133 bhp at 6,500 rpm and 155 Nm (114 lb/ft) of torque at 5,500 rpm for the 1996 model year. The base weight increased to 990 kg (2,180 lb). Performance was thus improved slightly, because the additional weight was more than offset by the extra power. In some markets such as Europe, the 1.6 L engine continued to be available as a lower-cost option, but was detuned to 89 bhp. This lower-powered model did not receive all the additional chassis bracing of the new 1.8 L. Japanese and U.S. models offered an optional Torsen LSD, which was far more durable than the previous viscous differential. There were a number of trim levels and special editions available, determined by local Mazda marketing departments. In the US, the base model was offered for US$13,995 at launch and was very basic, with manual windows, steel wheels, and without air conditioning or power steering. The “A Package” offered power steering, a leather-wrapped steering wheel, aluminium alloy wheels and cassette stereo. The “B Package” added power windows, along with cruise control and headrest speakers, while the “C Package” included a tan interior and top with leather seats. The “R Package” was for racing, and the annual special editions were formalized as “M Editions”. These included all of the luxury options from the “C Package” as well as special paint and, sometimes, special wheels. The first generation MX-5 was phased out after the 1997 model year (with the exception of 400 limited edition Berkeley models sold only in the UK in 1998 to mark the end of the NA), with the final 1,500 NAs produced for the US market being the “STO” (“Special Touring Option”) versions. In the UK, to celebrate Mazda’s 24 hours of Le Mans win, Mazda brought out a special edition of the MX-5, with the winner’s colour scheme (see Mazda 787B) and came equipped with BBR (Brodie Brittain Racing) turbo conversion; the car is one of the most sought after special edition cars of the MX-5s.

MG

Those of you with long memories will recall rumours and press-reports of a tie-up between Aston Martin and British Leyland at the end of the 1970s. There was talk of Aston rejuvenating the MGB and taking over production of a new, improved model. In the event, it never happened. Aston Martin did make one car, though: it had a Leyland O-series ohc engine, improved styling, swish interior and white Wolfrace alloy wheels……initially I thought that this was what I was looking at here, but some of the details did not seem quite right, and indeed it is not that one-off, but rather, a recreation of that car. VPL 349M started life as an MGB GT, but was cruelly remodelled in 2005 when a lorry slowly reversed into it. The creator of this car saw an opportunity to do something a little different with the remains, which incidentally, were not recorded on the insurance register. Apart from the obvious body modifications (including removing the roof) the car has been lowered, fitted with replicas of Aston’s re-jigged energy-absorbing bumpers, a two-litre SD1 O-series engine and a higher, GT-style windscreen. The white Wolfies have been replaced by less garish Minilite replicas. The interior was re-trimmed in line with Astons re-working of the car and you must admit it does look smart. The car is full of little modifications that would have dragged the MGB into the 1980s: gas struts on the bonnet and boot-lid, concealed fuel filler cap, additional rear lamps, re-styled bumpers. The owner was a professional car restorer when he produced this car and did most of the work himself. He admits that it is not an exact replica of the Aston MG – all he had for reference were press photographs – but was a labour of love by a long-term MG enthusiast.

NISSAN

The Nissan Prairie (is an automobile manufactured and marketed by Nissan from 1981 to 2004. Considered a mini MPV or a compact MPV. It was also marketed as the Multi in Canada and the Stanza Wagon in the United States. In Japan, it was exclusive to Nissan Bluebird Store locations, then later at Nissan Blue Stage sales channels. The Prairie had a very flexible seating capability and sliding rear doors on both sides of the vehicle, with a liftgate in the back. The name “prairie” was derived from French which means an extensive area of relatively flat grassland, similar to “steppe” or “savanna”. The Nissan Prairie, known in Canada as the Multi and the United States as the Stanza Wagon, was equipped with a four-cylinder engine, with either a manual or automatic transmission. Available with front wheel drive or optional four wheel drive, the vehicle had rear passenger sliding doors on both sides of the vehicle, and a folding rear seat, designed to increase the carrying capacity of the passenger compartment. The rear tailgate opened upwards as one complete unit, in a similar fashion to a hatchback or station wagon. The Prairie competed with the Toyota Sprinter Carib with a similar wagon approach, Mitsubishi Chariot, and the Honda Shuttle. The Prairie resembled a tall station wagon / estate with the addition of sliding side doors. It was available with five seats, though seven and eight were also available in some markets. It was developed from the Nissan Sunny platform, while using the powertrain from the Nissan Stanza. It was a companion model to the more traditional cabover Nissan Vanette, offering buyers a choice of appearance and flexibility. The trailing arm torsion beam rear suspension was borrowed from the Pulsar Van (VN10; sold as the Cherry Wagon in Europe). Some reviewers commented that when driven hard, undesirable body characteristics were exhibited, possibly due to the combination of missing B-pillar and torsion beam rear suspension. Strong understeering characteristics were also typical. The Prairie design was strongly inspired by the Lancia Megagamma concept by Giorgetto Giugiaro and ItalDesign, shown in 1979, and offered Japanese buyers a spacious, flexible passenger/cargo arrangement that complied with Japanese Government dimension regulations and used small displacement engines that offered Japanese buyers options with regards to annual road tax obligations. The first generation Prairies were innovative vehicles – featuring no B-pillar between the front and rear doors (instead the interlocking front and sliding rear doors locked onto both the floor and roof of the vehicle); front seatbelts mounted on the doors (excluding the US versions) that facilitated a totally unimpeded side entrance; front seats that could be slid all the way to the front of the passenger compartment and fully reclined; rear seats that could not only be folded away conventionally, but could also be reclined fully to make a double bed (in combination with the front seats); rear window winders that folded into themselves (to prevent catching when the doors were slid open); tailgate that opened past the floor of the very low and flat luggage compartment (the centre section of the rear bumper was mounted on the tailgate); optional front-facing third row of seats. This type of entry was later introduced on the Toyota Isis, but only on the passenger side. It was originally launched in Japan with a 1.5- or 1.8-litre Inline-four engine mated to a five-speed gearbox. Another notable addition to the Japanese market’s models was an optional column shifted manual. A four-wheel drive version followed later in the car’s life. An extensive accessories and options list was available in the Japanese Domestic Market, including a kit that effectively turned the vehicle into a campervan. In January 1985 a facelifted version was introduced, with slightly modified engines. These later cars received a new grille treatment and an entirely redesigned rear end: the bumper was now mounted separately to provide more stability after earlier versions had come under criticism for being much too flexible. This redesign also included taller, flush-fit rear side windows. In September 1985 the 4WD model finally appeared, using a larger 2-litre engine and the rear axle from the Nissan Sunny 4WD (B12). A 4WD model had been planned from the beginning,but the original bodyshell’s lack of rigidity made Nissan rethink the concept. The vehicle was launched as the Datsun Prairie in Europe and was rebranded to Nissan along with the rest of the range from 1984, at first featuring “Datsun by Nissan” badging and then solely “Nissan” badging from 1985. However, as Prairie was a slow but steady seller, some instrument clusters remained with the Datsun script featuring on the centre of the speedometer. Nissan tried, with partial success, to cover over the script a grey sticker over the plastic fascia of the instruments, rather than on the speedometer itself. The 1.5-litre engine was dropped from the UK market sometime after the 1986 facelift with the 1.8 becoming the sole engine offered. From the facelift (larger front lights, larger front indicators with additional side repeat indicators, trim improvements, redesigned rear tail light clusters) onwards the UK model was available either in 1.5 GL, 1.8 SGL or 1.8 SGL Anniversary II specification (featuring two-tone paint, electric front windows, electric steel sliding sunroof, power assisted steering and a dealer applied ‘Anniversary II’ badge on the tailgate). The Prairie was sold with a 3-year 100,000 mile warranty and a 6-year anti-corrosion warranty. The European 1.5 produces 70 PS, while the later 2.0 offered 102 PS. Four-wheel-drive was introduced along with the larger engine

Released on July 2002 in Japan at reorganized Nissan Japanese dealerships called Nissan Blue Stage, and August 20, 2002 in the US., the 350Z coupé was available in 5 trim packages: ‘350Z’ (Base), ‘Enthusiast’, ‘Performance’, ‘Touring’, and ‘Track’ editions. In Europe, only the ‘Track’ trim was available, although it was badged and marketed as ‘350Z’. The Base model did not include a VLSD or Traction Control and was only available with cloth seats. It did not include cruise control, nor power or heated seats. The Enthusiast model came with traction control, a VLSD, and cruise control. The Performance model came with bigger 18-inch wheels, front air dam, rear spoiler, optional Brembo brakes, and VDC instead of Traction Control. Touring was made more of the luxury model. It had power, leather, heated seats, VDC, a VLSD, xenon headlamps, optional Brembos, 18-inch wheels, and optional GPS. The Track model included Brembo brakes, front air dam, rear spoiler, traction control, cloth seats, 18-inch wheels, VLSD, and optional GPS. In 2004 Nissan introduced the 350Z Roadster with an electrically retractable soft-top roof. In the U.S. market the car was available in two trim packages (Enthusiast and Touring), while in Europe, the same versions as the coupé were offered. Nissan added the Grand Touring (GT) trim to the Roadster trim packages for 2005. In 2005 Nissan launched a 35th Anniversary edition, with a revised exterior and interior. Early 2005 model-year 35th anniversary edition models were equipped with the original VQ35DE with 287 hp and automatic transmission. In January 2005, Nissan introduced the 35th Anniversary 6-speed manual models and Track models (mid-year introduction), which included the updated VQ35DE 300 hp Rev-up engine and new updated CD009 manual transmission. As well as minor changes to suspension tuning and parts. For the 2006 model year, the 350Z received changes for its mid-cycle facelift. The VQ35DE 300 hp Rev-up engine that was introduced mid-year 2005 on the Track and 35th Anniversary Edition with 6-speed manual transmission models was offered for every trim level that had a manual transmission option. The VQ35DE with 287 hp continued to be offered with only the 5-speed automatic. Additions included bi-xenon projectors, a revised front fascia, new LED rear lights, changes to the interior trim and speed sensitive steering. Touring and Grand Touring models had radio-steering controls standard, MP3 CD compatibility, and Satellite Radio became an available option. For the 2007 model year, the 350Z was again moderately revised. The VQ35DE V6 was replaced with a new VQ35HR V6. It produced 306 hp at 6800 rpm with 268 ft·lb at 4800 rpm using the revised SAE certified power benchmark. The VQ35HR had a raised redline to 7500 rpm and more torque across the rpm range. The bonnet was redesigned with a bulge reminiscent of the original 240Z to accommodate the raised deck height of the new VQ35HR. In the US, trim levels were narrowed down to 350Z (base), Enthusiast, Touring, and Grand Touring, while in Europe the same trim levels remained. Bluetooth was added for the 2007 model year. The car was replaced by the 370Z for the 2009 model year. It has never found quite the same levels of enthusiasm that greeted – and have stayed with – the 350Z.

This is a first generation Cube, not a car I had seen before. The Nissan Cube is a mini MPV produced between 1998 and 2019. Initially sold only in Japan, the Cube was sold in North American markets from 2009 to 2014, and in European markets from 2009 to 2011. In Japan, it was exclusive to Nissan Red Stage dealerships. It is a slightly larger load-carrying alternative to the Nissan Micra hatchback. While production for the North American market ended in 2014, the Japanese-market Cube lasted until December 2019. The first-generation Cube was introduced in 1998. It shared the same platform as the Nissan Micra (known as the March in Japan and Southeast Asia), as well as the same 1.3 L inline-four engine. A continuously variable transmission and four-wheel drive were optional. The Cube covered the gap in the Nissan lineup between the March and the Sunny. A second generation model was launched in 2002.

RENAULT

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

The Renault 9 and Renault 11 are small family cars produced for model years 1981–1988 in saloon (Renault 9) and hatchback (Renault 11) configurations — both were styled by the French automobile designer, Robert Opron. Variants were manufactured by American Motors Corporation (AMC), as the Renault Alliance and Renault Encore for the North American market. The car was produced in Turkey until 2000. The models use a transverse front-wheel drive engine configuration, and feature four wheel independent suspension. They were chosen as the European Car of the Year in 1982, as well as the Car of the Year by Motor Trend and one of the 10Best by Car and Driver in 1983. There were three facelifts given to the Renault 9, two facelifts to the Renault 11, during its career. The Renault 11 that was released in 1983 was introduced with double headlights, which was different from the Renault 9. In 1985 the Renault 9 was given a facelift, giving it the same front look and double headlights as the Renault 11 but only in GTS, GTD, TSE, TDE, TXE and GTX levels, while C, TC, GTC, TL, GTL and TD retained the phase 1 front. Renault 9 Broadway series, however had the 4 headlight front of the phase 1 Renault 11. The more aerodynamic Phase 2 appeared in 1987 where there was only a difference at the rear of the car, sedan or hatchback. Finally, the Phase 3, which was not sold in most of Europe, was released in Turkey in 1997. This final revision had more rounded head and tail lights, as well as ovoid body cladding around the bumpers and boot lid, which aimed to give the car a more modern look. The front design was originally developed for the 1993 facelift model assembled in Taiwan under the name “Renault Luxmore.” These later Turkish-made cars carried a “Broadway” badge as well as the Renault 9 designation, but note that “Broadway” had already been used on special editions of the earlier phase models. The Renault 9 was launched in October 1981 as a four-door saloon (in right-hand drive form for the UK market in March 1982), while the 11 was launched at the beginning of 1983 (in the UK from June that year) as a three or five door hatchback. Both had been developed under the Renault code name L42, and were designed by Robert Opron. Renault had begun the conception of the Renault 9 in 1977, as a “four metre” model (referring to its length) to fit between the Renault 5 and the Renault 14. Opron conceived a traditional three box design to appeal to the traditional customer and avoid the poor reception that had met the Renault 14’s styling. Exhaustive consumer studies suggested that buyers rejected innovation, resulting in a rather nondescript design, albeit of modest elegance. By the time the models entered production, Renault had assigned more than 500 people to the project, logging 14,500,000 hours of study and testing, constructing 44 prototypes, testing 130 engines, and test driving prototypes more than 2.2 million km. Both cars were also more conservatively engineered, although they retained front wheel drive, Renault abandoned the Douvrin (or “Suitcase”) transmission in sump engine which it had shared with Peugeot-Citroën in the Renault 14, in favour of its in-house power unit – the venerable C-type “Cléon” engine with an end on mounted transmission. This mechanical layout, along with the 9/11’s suspension design, was to become the basis of all small Renaults for the next 15 years or so. The Renault 9 was awarded the 1982 European Car of the Year, while the Alliance appeared on Car and Driver’s Ten Best list for 1983, and was the 1983 Motor Trend Car of the Year. The well-equipped Renault 11 TSE Electronic of 1983 was the first car in its class to have a synthetically voiced trip computer, but only because Renault moved up its launch date by a few days in order to get ahead of Austin’s Maestro Vanden Plas. Although the 9 and 11 cars had different names and body styles, they were identical under the skin, and were intended to jointly replace the older Renault 14. The 11 was also distinguishable from the 9 by its front end, which featured square twin headlights, which had been introduced on the North American Alliance. The 9 also received this new front end in late 1985 for the 1986 model year. The 11 deliberately aped the styling of its larger brother launched almost at the same time – the executive Renault 25 (also styled by Robert Opron) – featuring the signature wraparound rear window and the dramatic hooded dashboard design, which had the option of an ‘Electronique’ trim level which featured a digital instrument cluster and a voice synthesis trip computer – similar to those on the 25. The 9, by contrast had a simpler and more conservative looking dashboard and the digital instruments were never available. Both models were facelifted one more time for the European market (Phase 2) with matching nose and interior upgrades for the model year of 1987. At the Brussels Motor Show in January 1985 Renault showed the 11 Société, a light commercial version of the three-door hatchback with a cargo platform replacing the rear seat. A version of the 9 was manufactured and marketed by American Motors Corporation (AMC) in the United States as the Renault Alliance and bearing a small AMC badge. With 623,573 examples manufactured for model years 1982–1987, AMC offered the Alliance as a four-door sedan, two door sedan (with higher rear wheel arches than the four door) and as a convertible, beginning in 1984. The Renault 11 Turbo was used extensively by Renault Sport for their Group A car in the 1987 World Rally Championship. Frenchman Alain Oreille managed a Group N victory in the 1985 Rallye Monte Carlo, followed by the Group A victory in 1986 (enough for an eighth finish overall). A Renault 11 Turbo was, however, piloted to a second and third-place finishes in the 1987 Portuguese Rally and San Remo Rally respectively with Jean Ragnotti in the driver’s seat. The 11 Turbo also won the national Polish Rally Championship in 1985 and 1988, and both the Swiss and Portuguese rally championships in 1987. Its last result of importance was Oreille’s fourth place overall in the 1988 Rallye Monte Carlo. At launch, both cars used Renault’s ageing Cléon-Fonte engine overhead valve engines in either 1.1  or 1.4 litre format, and a basic suspension design which won few plaudits for the driving experience. The exceptions were the 9 Turbo and the 11 Turbo hot hatch, which used the turbocharged engine from the Renault 5. The C1E 1.1 litres engine was available only in the three doors body of R 11 and on the R9. Renault 11 TC and GTC with 5 doors, where available with the C1G 1.2 litres engine, since 1985. The C1E was phased out from the series since phase 2, making C1G the smallest engine of the series. The 11 Turbo was introduced first, and originally only with three door bodywork. Unlike the 5 Turbo or the 205 GTi, the 11 Turbo had a more comfort oriented focus. Although the cars were heavier than the Renault 5, the increased power in later models was enough to ensure higher performance, thanks to its 115 PS (113 bhp). The rally tuned version was impressively fast, producing about 220 PS (217 bhp). The newer F type engine which had been developed in collaboration with Volvo appeared from the end of 1983 on in twin carburetted 1,721 cc guise (F2N), powering the upmarket GTX, GTE, TXE, and TXE Electronic (Electronique in France) versions. These larger engined versions were specifically developed with American needs in mind, although they also happened to be well suited for a changing European market. The Renault 9 and 11 continued in production in France until 1989, a year after the launch of the Renault 19. However, production continued in other countries, with the end finally coming after nearly twenty years when production in Turkey was discontinued in 2000.

RENAULT-ALPINE

The GTA was the first car launched by Alpine under Renault ownership (though Alpine had been affiliated with Renault for many years, with its earlier models using many Renault parts). It effectively updated the design of its predecessor, the Alpine A310, updating that car’s silhouette with modern design features like body-integrated bumpers and a triangular C pillar with large rear windshield. It used the PRV V6 engine in a rear-engined layout, with extensive use of Polyester plastics and fibreglass for the body panels making it considerably lighter and quicker than rivals such as the Porsche 944. It was one of the most aerodynamic cars of its time, the naturally aspirated version achieved a world record 0.28 drag coefficient in its class. The GTA name, used to denote the entire range of this generation, stood for “Grand Tourisme Alpine” but in most markets the car was marketed as the Renault Alpine V6 GT or as the Renault Alpine V6 Turbo. In Great Britain it was sold simply as the Renault GTA, Rather than being cast in a single piece as for the preceding A310, the new Alpine’s body was cast in a large number of small separate panels. This required a major overhaul of the Alpine plant, leaving only the sandblasting machinery intact. The car was also considerably more efficient to manufacture, with the time necessary to build a finished car dropping from 130 to 77 hours – still a long time, but acceptable for a small-scale specialty car. The PRV engine in the naturally aspirated model was identical to the version used in the Renault 25, a 2849 cc unit producing 160 hp. Also available was the smaller (2.5 litres) turbocharged model. The central backbone chassis (with outriggers for side impact protection) was built by Heuliez and then transferred to Dieppe – aside from the body, most of the car was subcontracted to various suppliers. At the time of introduction, daily production was ten cars. This soon dropped considerably, as the somewhat less than prestigious Renault had a hard time in the sports car marketplace. The average production for the six full years of production was just above 1000 per annum, or just above three per day. The first model introduced was the naturally aspirated V6 GT, which entered production in November 1984, although press photos had been released in September 1984. The car was first shown at the 1985 Amsterdam Rai, immediately after which it also went on sale. In July 1985 the Europa Cup model appeared; this limited edition model was intended for a single-make racing championship and 69 cars were built (54 in 1985 and 15 more in 1987). In September 1985 the turbo model followed, which increased the power of the PRV unit to 200 PS. At the 1986 Birmingham Show the right-hand-drive version was presented and UK sales, as the Renault GTA, commenced. In early 1987 a catalysed version appeared, with fifteen less horsepower. This meant that the Turbo could finally be sold in Switzerland, and later in other European countries such as Germany and the Netherlands when they adopted stricter legislation. The catalysed model had lower gearing in fourth and fifth gears, in order to somewhat mask its power deficit. In 1988 anti-lock brakes became available. For the 1989 model year the Mille Miles version appeared. With the non-catalysed engine, this model heralded a re-focus on the Alpine name. The Renault logo was gone from the car, with an alpine logo up front and a large “Alpine” print appearing between the taillights. However, as the name ‘Alpine’ could not be used in the UK the name Alpine was removed from cars destined for the UK; there was no large print at the back of these cars and a UK specific logo was fitted to the front of the car. The Mille Miles, a limited edition of 100 cars, also featured a special dark red metallic paintjob, polished aluminium wheels, and a large silver grey triangular stripe with the Alpine “A” across the left side of the front. In February 1990 the limited edition Le Mans arrived, this car had a more aggressive body kit with polyester wheel arch extensions and a one piece front with smaller headlights. Wheels were 3 piece BBS style produced by ACT, 8×16″ front & 10×17″ rear. Many of these changes were adopted for the succeeding A610. The regular V6 GT and V6 Turbo ended production during 1990, while the Le Mans version continued to be produced until February 1991. 325 of these were built in total. Also in 1990, Renault was forced to install the less powerful catalysed engine in cars destined for the home market, leading to grumbling amongst Alpine enthusiasts about the loss of power (down to 185 PS) while the 25 Turbo saloon actually gained power when it became catalysed. In response Danielson SA, a famous French tuner, created an upgraded version of the Le Mans with 210 PS.

SAAB

The first generation 9-5 was introduced in 1997 for the 1998 model year, as the replacement to the Saab 9000. At the time, the car represented a significant development for the manufacturer. In the United States, the 9-5 was introduced in the spring of 1998, for the 1999 model year. Saab badged the model as the Saab 95, but consistently advertised it as the Saab 9-5, pronounced “nine five” rather than “ninety-five”. This model should not be confused with the Saab 95, produced from 1959 to 1978. The first generation 9-5 was available with sedan and station wagon body styles. Aerodynamically, the sedan’s drag coefficient is 0.29, and the station wagon’s is 0.31 (U.S. version 0.33). Introduced in 1999, the wagon features innovations such as floor tracks to secure cargo and a sliding load floor to make loading easier. The 9-5 was the first production vehicle to offer ventilated seats, as well as asymmetrical turbocharging in the case of the 3.0L V6 engine. The first-generation 9-5 is powered by Saab’s B205 and B235 straight-4 engines, and from 2002 in Europe by an Opel Ecotec X22DTH 2.2 diesel engine (Saab D223L), replaced in 2006 by Fiat’s 1.9 JTD 16V diesel straight-4. A turbocharged version of the GM 54° V6 engine, designated by Saab as B308, has a unique asymmetrical low-pressure turbocharger and was available from 1999 to 2003. This engine is available only with an automatic transmission, and cars with this engine installed are distinguishable by their twin tailpipes. The V6 is only available on Arc, SE, and Griffin models. In 2004, the V6 engine was replaced by a high pressure turbo straight-4 engine producing 220 bhp. By 2006 this engine was producing 260 hp even in the non-Aero or non-sport models (US models). The B2x5 engines can suffer from oil pickup issues caused by ‘oil sludge’ in the lubrication circuit. In 1999, Saab issued a Workshop Bulletin around this issue. The ‘sludge’ issue primarily affected earlier models between 1999 and 2003, and from 2004 a revised engine positive crankcase ventilation system (PCV) and the use of fully synthetic oil were introduced. Saab created retrofit kits for the earlier 1999–2003 cars as the PCV design differs from the 2004 and later system. In 2005, Saab extended the warranty on the B2x5 engine to eight years and unlimited miles from new for original owners, provided the owner could produce proof that they had followed the manufacturer’s oil change intervals. Saab recommended the use of fully synthetic or synthetic-blend oil as a preventative measure. The high performance variant is known as 9-5 Aero. The earliest versions of which were sometimes referred to as the ‘HOT’ (High Output Turbo) Aero, was first released in 2000 with a 2.3T B235R engine. The B235R engine of the 9-5 Aero is capable of providing immense torque and, in terms of acceleration, which outperformed the contemporary Porsche 911 Turbo from 40 to 90 mph. Initially badged as a 230 PS engine, Saab later conceded that the 230 PS power figure was quite conservative, with the manual versions rated 250 PS and having more torque than stated. This flagship model had a long list of standard features, a sport tuned suspension, and body side mouldings. In 2002 a 250 PS 2.3 turbo engine was made standard, which allowed for more torque after 4500 rpm. All Aero models from 2002 to 2005 have an identical engine layout and management system, with the 2002-05 models just having a slightly remapped version of that ECU from factory. The high-powered version of the 9–5 in the final form produces 260 PS and 350 Nm (258 lb/ft) of torque (370 Nm (273 lb/ft) with its 20-second overboost function accessible on the manual transmission equipped version. From the 2006 model year to 2010, the 260 PS (191 kW; 256 hp) B235R was the standard engine in both the 2.3T and Aero trims. 2006 had only one badge designation, 2.3T, and appointments normally found on the Aero could be added via a “Sport Package”. Since 2007, SAAB added an Aero badge to the trunk lid to distinguish from regular 2.3T models. In addition, almost all standard features on the Aero were standard on the 2.3T, the exceptions being sport-tuned chassis, two-tone leather upholstery, “Anniversary” wheels and brushed aluminium interior trim, all of which were standard on Aero and not available on the 2.3T. The last 9-5 sedan of the first generation rolled off the Trollhättan production line at the beginning of July 2009, and the last wagon was assembled on February 1, 2010. Between the summer of 1997, when 9-5 production began, and 2010, 252,236 sedans, and 231,357 wagons were built. The total production 483,593 units, was narrowly beaten by its predecessor, the 9000, of which 503,000 were built. Production equipment for the first-generation 9-5 was sold by General Motors to BAIC of China in 2009.

STUDEBAKER

This distinctive car is a Champion Starlight  Coupe. In 1947, Studebaker completely redesigned the Champion and the Commander, making them the first new cars after World War II. The styling included a new rear window, flat front fenders in the ponton style which had just gone mainstream, as well as convenience features like backlight illumination for gauges and automatic courtesy lights. The Champion made up 65.08% of the total sales for the automaker in 1947. The 169.9 cu in (2.8 L) I6 engine produced 80 bhp in 1947. In 1950, output was increased to 85 bhp. Also, new styling (new grille, sheet metal, and rear end) was introduced, as well as an automatic transmission by Borg-Warner. One of the new styling features on the cars was the wraparound, “greenhouse” rear window that was on 2-door, 5-passenger coupes from 1947 to 1951, at first just an option, in 1950 it was given its own trim line, the Starlight coupe. The “spinner” grille was introduced in 1950, similar to that of a 1949 Ford, but was dropped again for the 1952 model year. A single four-door, wood-bodied station wagon prototype was also designed. It appeared at several car shows, but was never put into production. The car was then driven for several years by employees to run company errands. Around 1955, the body was removed from the chassis and was sent to the secret graveyard in the wooded infield of the high-speed oval at the company’s proving ground west of South Bend. In the early 1970s, members of the Studebaker Drivers Club discovered the body of the wagon prototype. Around 1980, members of the club were allowed to remove the wagon prototype for preservation. After a multi-year restoration, the car was put on display at the Studebaker National Museum.

TOYOTA

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.

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

The Toyota bB is a mini MPV produced by the Japanese car company Toyota. The first generation launched in 2000, and the second generation was jointly developed with Daihatsu from 2005. The car has been badge engineered and sold as the Daihatsu Materia, Scion xB and Subaru Dex. The first generation bB was based on the Toyota Vitz and the development was led by Toyota chief engineer Tetsuya Tada. While the box-shaped mini MPV was initially targeted towards Japanese men in their twenties, it is also popular with women buyers. Production of the bB occurred between January 2000 and April 2005 at the Takaoka plant in Toyota, Aichi. Production occurred at the former Central Motors between August 2004 and December 2005 for the bB; export Scion xB model continued until December 2006. In more recent years, the first and second-generation bB have been at least privately imported to the United Kingdom, the Republic of Ireland, Australia and New Zealand. Engine choices include 1.3- and 1.5-litre inline-four engines. The Scion xB (XP30) came standard with the 1.5 litre inline-four engines. In the United States, the first generation bB was sold under the Scion brand as the xB from June 2003 to 2007. For the Scion xB, the front passenger area was also changed significantly with the bB’s front bench seat replaced with bucket seats and the column-mounted shifter changed to a floor-mounted shifter. The bB Open Deck was a coupe utility version of the bB.

Rather more recent, as it is still a current model, is this GR Supra, the joint venture sports car with development shared with BMW.

TRABANT

The Trabant was the result of a planning process which had intended to design a three-wheeled motorcycle. In German, a trabant is an astronomical term for a moon (or other natural satellite) of a celestial body. The first of the Trabants left the VEB Sachsenring Automobilwerke Zwickau factory in Saxony on 7 November 1957. It was a relatively advanced car when it was formally introduced the following year, with front wheel drive, unitary construction and independent suspension. The Trabant’s greatest shortcoming was its engine. By the late 1950s many small Western cars (such as the Renault) had cleaner, more-efficient four-stroke engines, but budgetary constraints and raw-materials shortages mandated an outdated (but inexpensive) two-stroke engine in the Trabant. It was technically equivalent to the West German Lloyd automobile, a similarly sized car with an air-cooled, two-cylinder four-stroke engine. The Trabant had a front, transversely-mounted engine and front-wheel drive in an era when many European cars were using rear-mounted engines or front-mounted engines with rear-wheel drive. Its greatest drawback was its largely unchanged production; the car’s two-stroke engine made it obsolete by the 1970s, limiting exports to Western Europe. The Trabant’s air-cooled, 500 cc engine—upgraded to 600cc in 1962–63—was derived from a pre-war DKW design with minor alterations during its production run. The first Saab car had a larger (764cc), water-cooled, two-cylinder two-stroke engine. Wartburg, an East German manufacturer of larger sedans, also used a water-cooled, three-cylinder, 1,000 cc two-stroke DKW engine. The original Trabant, introduced in 1958, was the P50. Trabant’s base model, it shared a large number of interchangeable parts with the latest 1.1s. The 500 cc, 18 hp P50 evolved into a 20 hp version with a fully synchronized gearbox in 1960, and received a 23 hp, 600 cc engine in 1962 as the P60. The updated P601 was introduced in 1964. It was essentially a facelift of the P60, with a different front fascia, bonnet, roof and rear and the original P50 underpinnings. The model remained nearly unchanged until the end of its production except for the addition of 12V electricity, rear coil springs and an updated dashboard for later models. The Trabant’s designers expected production to extend until 1967 at the latest, and East German designers and engineers created a series of more-sophisticated prototypes intended to replace the P601; several are on display at the Dresden Transport Museum. Each proposal for a new model was rejected by the East German government due to shortages of the raw materials required in larger quantities for the more-advanced designs. As a result, the Trabant remained largely unchanged for more than a quarter-century. Also unchanged was its production method, which was extremely labour-intensive. The Trabant 1100 (also known as the P1100) was a 601 with a better-performing 1.05-litre, 45HP VW Polo engine. With a more-modern look (including a floor-mounted gearshift), it was quieter and cleaner than its predecessor. The 1100 had front disc brakes, and its wheel assembly was borrowed from Volkswagen. It was produced between from 1989 to 1991, in parallel with the two-stroke P601. Except for the engine and transmission, many parts from older P50s, P60s and 601s were compatible with the 1100. In mid-1989, thousands of East Germans began loading their Trabants with as much as they could carry and drove to Hungary or Czechoslovakia en route to West Germany on the “Trabi Trail”. Many had to get special permission to drive their Trabants into West Germany, since the cars did not meet West German emissions standards and polluted the air at four times the European average. A licensed version of the Volkswagen Polo engine replaced the Trabant’s two-stroke engine in 1989, the result of a trade agreement between East and West Germany. The model, the Trabant 1.1, also had minor improvements to its brake and signal lights, a renovated grille, and MacPherson struts instead of a leaf-spring-suspended chassis. When the 1.1 began production in May 1990, the two German states had already agreed to reunification. By April 1991 3.7 million vehicles had been produced. However, it soon became apparent that there was no place for the Trabant in a reunified German economy; its inefficient, labour-intensive production line survived on government subsidies. The Trabant ceased production in 1991, and the Zwickau factory in Mosel (where the Trabant 1.1 was manufactured) was sold to Volkswagen AG.

VAUXHALL

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

VOLKSWAGEN

Still needing no introduction, even though it is now 45 years since European production ended is the classic Beetle. This is a 1960s example.

This is a familar car as it is the late model Type 2 that belongs to Beth Schofield, and is known as Eeyore. There were a couple of examples of the Type 2 “Bus”, the second generation of VW’s versatile van range, first seen in late 1967. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or “Early Bay”), while models after 1972 are called the T2b (or “Late Bay”). This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 litres and 47 bhp DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components. The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 litre engine with dual intake ports on each cylinder head and was DIN-rated at 50 bhp. An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed “Low Lights”. 1972’s most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines. In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models. In the Type 2, the Type 4 engine, or “pancake engine”, was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines were 1.7 L, DIN-rated at 66 bhp with the manual transmission and 62 bhp with the automatic. The Type 4 engine was enlarged to 1.8 L and 67 bhp DIN for the 1974 model year and again to 2.0 L and 70 bhp DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped “Executive” model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilising a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service. In 1972, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The “VW” emblem on the front valance became slightly smaller. Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2’s design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.

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

Joining it was an example of the Golf GTi Mark 2. VW had launched the second generation Golf in August of 1983, nearly 9 years after production of the first model to bear the name had begun. This time, a GTi version was included in the product plans from the start, and the new GTi was announced in May 1984. Like the regular Golf 2, it was almost 7″ longer than the Mark 1, with 3″ extra in the wheelbase and a 2″ wider track. It was also 10% heavier, but with significantly improved aerodynamics, resulting from attention to detail which included integrated gutters and flush glass as well as more rounded styling, the cd fell from 0.42 to 0.34. Initially it was powered by the same 1781cc fuel injected engine, but there were all round disc brakes and longer suspension travel improved the ride. Competitors came snapping at its heels, though, so after 2/5 years, VW responded by giving the car 24% more power, achieved by doubling the number of valves to 16. Lower stiffer suspension and bigger front brakes were also fitted, all of which restored the Golf GTi 16V to the top of the Hot Hatch pile. For most people that is, though the 8v car retained a following thanks to its broader torque spread. This less powerful car changed from a mechanical K-Jetronic injection system to a new Digifant electronic set up in 1987 at which point the front quarterlights were deleted, and a digital instrument pack became an option on the 16v car. Power steering became standard in late 1990 and the 8v gained the interior from the 16v model. Production ran through to February 1992, by which time the Mark 3 GTi was waiting in the wings. over 600,000 were built over an 8 year period, around 10% of all Mark 2 Golf production.

VOLVO

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

RETRO-SECT

As well as looking at the visiting cars, we spend quite some time inside the venue, and if this is “your thing”, you could be here for literally hours. This is a treasure trove of nostalgia with a vast array of retro electronic technology on display and available for sale. Those who were into early PCs and games will just love this place, and the prices actually seemed quite reasonable. Even if you are not intent on buying, you can certainly wallow in nostalgia here, looking at things which you (I) remember from my younger days.

There’s plenty for the car enthusiast here, with everything from auto memorabilia to an array of old motoring magazines, a few of which I picked up and realised I could spend a long time reading and enjoying.

There are also a small number of cars for sale. The stock will obviously vary as cars come and go. On show at this time were these vehicles:

Austin Metro: “A British car to beat the world”. So read the billboards when the Austin Metro was revealed in October 1980. We had waited a long time for this car. There were many false starts, with thoughts first turning to how to replace the Mini going back to the late 1960s, but for various reasons, every effort had been cancelled. Fortunately, that extended to the ADO88 prototype which got to quite an advanced state of development in 1978, but which received less than favourable feedback at customer clinics. A hasty redesign was conducted. Despite carrying over the A Series engines, albeit in modified A+ guise, as BL had nothing else suitable and no money to develop an alternative, and that meant the 4 speed in-sump gearbox came with it, the little Metro was an immediate hit. It looked good, with pert, modern styling, and was practical with a large hatchback, and some innovative ideas on how to maximise the use of space. This was a roomy car that Britain could indeed be proud of. That a young lady who came to prominence in the months following launch, the future Princess Diana, could be seen driving around in one probably helped still further. Five models were available at launch: 1.0, 1.0L, the economy-oriented 1.0 HLE, 1.3S and 1.3 HLS, and the cars were available in a wide range of bright and attractive colours, including a greater percentage of metallic paints than were typically offered to buyers of cars in this class. My parents bought a 1.0L in the summer of 1983, as a replacement for our Mini, and the car was a massive improvement in just about every respect.  Unlike previous BL cars, this model was not dogged with build quality and reliability issues, though, sadly it did have the same propensity to rust as they had done, but it took several years before that would become obvious. Before that happened, the range was expanded with the introduction of cheaper a model using AP’s clever 4 speed Automatic gearbox,  cheaper City and City X models, a top spec Vanden Plas and then the sporting MG version.

1990 Citroen BX GTi 4×4: Despite the fact that  2,315,739 BXs were built during its 12-year production run, and the car sold well in the UK, these are getting increasingly scarce, so it was nice to see a couple here, a very rare 4×4, which the owner, a real enthusiast for the model. has recently sourced, he told me and from the other end of the range, a 14E Leader. The rather angular hatchback was designed by Marcello Gandini of Bertone, based on his unused design for the British 1977 Reliant FW11 concept and his 1979 Volvo Tundra concept car. It was the second car to benefit from the merger of Peugeot and Citroën in 1976, the first being the Citroën Visa launched in 1978. The BX shared its platform with the more conventional 405 that appeared in 1987, except the rear suspension which is from a Peugeot 305 Break. Among the features that set the car apart from the competition was the traditional Citroën hydropneumatic self-levelling suspension, extensive use of plastic body panels (bonnet, tailgate, bumpers), and front and rear disc brakes. The BX dispensed with the air cooled, flat four engine which powered the GS, and replaced it with the new PSA group XY, TU and XU series of petrol engines in 1360 cc, 1580 cc and, from 1984, 1905 cc displacements. In some countries, a weaker, 80 PS version of the 1580cc engine was badged as the BX15E instead of BX16. A 1124 cc engine, in the 11TE, very unusual in a car of this size, was also available in countries where car tax was a direct function of engine capacity, such as Ireland, Italy, Portugal and Greece. The 11TE model was seen by foreign motoring press as slow and uncomfortable. It was fitted to the cars made from 1988 to 1993 and produced 55 hp. The 1.1 and 1.4 models used the PSA X engine (known widely as the “Douvrin” or “Suitcase Engine”), the product of an earlier Peugeot/Renault joint venture, and already fitted in the Peugeot 104 and Renault 14. The 1.6 version was the first car to use the all-new short-stroke XU-series engine. It was produced in a new engine plant at Trémery built specifically for this purpose, and was later introduced in a larger 1.9-litre version and saw long service in a variety of Peugeots and Citroëns.  The XUD diesel engine version was launched in November 1983. The diesel and turbo diesel models were to become the most successful variants, they were especially popular as estates and became the best selling diesel car in Britain in the late 1980s. Despite being launched on the continent in the autumn of 1982, it wasn’t launched onto the British market until August 1983, initially only with 1.4 and 1.6 petrol engines, although further engine options and the estate model would arrive later, and it would go onto become one of the most popular foreign-built cars here during the second half of the 1980s. A year after the launch of the hatchback model, an estate version was made available. In 1984 power steering became optional, welcome particularly in the diesel models. In the late 1980s, a four-wheel drive system and turbodiesel engines were introduced. In 1986 the MK2 BX was launched. The interior and dashboard was redesigned to be more conventional-looking than the original, which used Citroën’s idiosyncratic “satellite” switchgear, and “bathroom scale” speedometer. These were replaced with more conventional stalks for light and wipers and analogue instruments. The earlier GT (and Sport) models already had a “normal” speedometer and tachometer. The exterior was also slightly updated, with new more rounded bumpers, flared wheelarches to accept wider tyres, new and improved mirrors and the front indicators replaced with larger clear ones which fitted flush with the headlights. The elderly Douvrin engine was replaced by the newer TU-series engine on the 1.4 litre models, although it continued to be installed in the tiny BX11 until 1992. 1988 saw the launch of the BX Turbo Diesel, which was praised by the motoring press. The BX diesel was already a strong seller, but the Turbo model brought new levels of refinement and performance to the diesel market, which brought an end to the common notion that diesel cars were slow and noisy. Diesel Car magazine said of the BX “We can think of no other car currently on sale in the UK that comes anywhere near approaching the BX Turbo’s combination of performance, accommodation and economy”. In 1989, the BX range had further minor revisions and specification improvements made to it, including smoked rear lamp units, new wheeltrims and interior fabrics. Winning many Towcar of the Year awards, the BX was renowned as a tow car (as was its larger sister, the CX), especially the diesel models, due to their power and economy combined with the self-levelling suspension. The biggest problem of the BX was its variable build quality, compared to its competition. In 1983, one quarter of the production needed “touchups” before they could be shipped, though later models were more solid. The last BX was sold around 1994, by which time its successors had already been launched. It had been partially replaced by the smaller ZX in early 1991, but its key replacement was the slightly larger Xantia that went on sale at the beginning of 1993. The BX was launched onto the right-hand drive UK market in August 1983, initially only with 1.4 and 1.6 petrol engines, although by 1986 it had been joined by more engine options as well as a five-door estate model. The BX enjoyed a four-year run as the UK’s best-selling diesel engine car from 1987, and was consistently among the most popular imported cars.

1988 Fiat X1/9 VS: The X1/9 followed a 1969 show concept car called the Autobianchi Runabout, with styling by Bertone under chief designer Marcello Gandini. The Runabout was powered by the same engine as the Autobianchi A112. Designed around the all-new 128 SOHC engine and with the gearbox (transmission) from the front wheel drive Fiat 128, the X1/9 relocated the transverse drive train and suspension assembly from the front of the 128 to the rear of the passenger cabin, directly in front of the rear axle, giving a mid-engined layout. The layout also located the fuel tank and spare wheel side by side ahead of the engine, directly behind the seats — optimising the proportion of the car’s weight falling within its wheelbase for more effective handling and also enabling cargo areas front and rear. Unlike Fiat’s marketing nomenclature at the time which used a numerical system (e.g., 127, 128, 124, 131) denoting relative position in the model range, the X1/9 retained its prototype code as its marketing name. Fiat’s prototype coding used X0 for engines, X1 for passenger vehicles and X2 for commercial vehicles. The X1/9 was thus the ninth passenger car developed using the nomenclature. The prototype car featured a distinctive wedge shape and took many styling cues from contemporary power-boat design. Though the more extreme features of the Runabout such as the C pillar mounted headlights and the small wind-deflector windscreen were lost for the production car, many aesthetic features of the Autobianchi Runabout are readily identifiable on the X1/9. The long flat bonnet with central indentation, the large front overhang, the wedge shape with prominent C pillar roll-over hoop and the car-length indented plimsoll-line all made the successful transition to the X1/9, giving it a highly distinctive appearance. Once developed for production, the two-seater featured sharp-edged styling with a wedge shape, pop-up headlights and a removable hard top roof panel (targa top). The removable hardtop stores in the front luggage compartment, below the front hood, only slightly reducing the space available for cargo. An aftermarket company offered a top made of lightweight clear-smoked polycarbonate. The car was developed for release for European sales in 1972 to replace the 850 spider by Bertone. It was not intended as a replacement for the 124 Sport spider and production of the 124 spider and X1/9 continued in parallel for much of the X1/9’s life. The car’s monocoque body was produced at the Bertone factory in Torino and then transported to the Fiat’s Lingotto factory for final assembly. In 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models subsequently badged as the “Bertone” X1/9. Bertone models featured revised footwells redesigned to enhance legroom and sitting comfort for persons taller than the original design’s target. The first models featured a 75 bhp 1290 cc single overhead cam engine with an aluminium head. In 1978 the more powerful 85bhp 1500cc unit found its way into the engine bay which necessitated a raised engine cover to provide the clearance. Larger bumpers were fitted at this time. Fiat made few other changes for many years, as if they lost interest in the car. The last production models were named the Gran Finale.

Nissan Skyline: The R31 Skyline of 1985 was a natural evolution on the R30 shape, and also this one was loosely based on the Laurel platform (C32). The design was slightly larger and squarer than previous Skylines. It was available as a Sedan, Hardtop sedan, Coupé and station wagon. Affectionately known as the “Seventhsu” or simply “7th Sukairain” by owners, due to it being the 7th-generation Skyline. The R31 Skyline introduced many new technologies and features. The HR31 was the first Skyline to be equipped with the new RB-series of engines. The HR31 RB engines are often referred to as “Red Top” engines because of the red cam covers. There were three variants. The earliest series of DOHC, 24-valve, RB engines used the NICS (Nissan Induction Control System) injection system with 12 very small intake runners, and a butterfly system to divide the intake ports in half for better low RPM performance. Later versions used ECCS (Electronically Concentrated Control System) engine management, discarded the twelve tiny runners for six much larger ones (though the cylinder heads still retained twelve individual intake ports separated by casting), and received a slightly larger turbocharger. Nissan’s RD28, a 2.8 straight-six engine, featured for a diesel option. Another technological first for the R31 was the introduction of Nissan’s proprietary four-wheel steering system, dubbed HICAS (High Capacity Active Steering). The R31 series were also the only models in the Skyline family to feature a four-door hardtop variation. These models were generally badged as the Passage GT; a luxury approach of this variation was also used by its platform twin Laurel on a shorter wheelbase. The R31 Skyline was also produced in Australia, with a 3.0 L motor (RB30E) available in sedan or wagon form, as well as a four-cylinder version called the Nissan Pintara. The wagon had the same front style as the coupe and sedan—the only difference being that it lacked the four round brake lights that had been a consistent element of Skyline design (except for the R31 series one/two which had rectangular taillights with a solid bar through the centre which was also shared by the Pintara). These cars were manufactured in Australia due to the heavy import laws which made it expensive to bring cars into Australia. 29,305 R31 Skylines were also manufactured and sold in South Africa in four-door sedan form between 1987 and 1992. These were the last Skylines seen in South Africa. Power came from either the RB30E 3.0 straight-six engine, RB20E 2.0 straight-six, or the CA20S four-cylinder powerplant. The R31 Skyline were also sold in some Middle Eastern countries such as Kuwait and Oman. Sold in sedan or coupe form, it was available with either a carburetted or fuel injected versions of the RB30 3.0-litre straight 6. This was the final generation of the Skyline to be sold officially in the region until it was reintroduced later with the 11th generation under the Infiniti brand.

1998 Renault-Alpine GTA

1989 Suzuki Alto Works: This is based on the third generation Alto, and was not sold new in the UK, unlike its predecessors. That car started out in 1988. When the Kei car standards were changed in 1990, the engine was upgraded to the 657 cc (F6A), and the Alto became the CL/CM/CN/CP21 in the process. The new standards also allowed for a 100 mm (3.9 in) longer car, which meant new bigger front and rear bumper, and new headlights and grille. Lower grade Van versions received a 6-valve 36 PS engine, while passenger car versions (and the l’Èpo Van) got a single-cam 12-valve 42 PS version. This engine was upgraded to 52 PS in January 1991. 4WD versions with the three-speed automatic transmission were fuel-injected and offered three more horsepower. The F6A-engined Works RS/X and RS/R still claimed the legally limited 64 PS with 63 lb/ft) of torque, but the lower grade i.e. Turbo (introduced in July) received a 6-valve SOHC-engine producing 61 PS and 67 lb/ft of torque (slightly more than the high-revving, twin cam RS). Reflecting decreased tax benefits for commercial Kei cars, the Works series were now classified as passenger vehicles, allowing for a real back seat. The lineup was reorganised in January 1991, with a lot of new engine specifications. In September 1991, responding to increasing safety demands, the Alto received side impact protection. Also, the vertical door handles (see picture on the right) on three-door versions were replaced by traditional horizontal ones. The re-engineering was extensive enough to necessitate new model codes, with vans becoming CL/CM22 (FF/4WD) and passenger versions (including the Works) now called CR/CS22. While most of the engines remained as they were, the Alto Van’s engines were updated with power output up to 40 PS. This was the model that reached limited exports. The New Zealand version was mostly the same as the Japanese market five-door van model, with a cargo-oriented bare-bones trim combined with the rather soft Japanese suspension settings and light, low-geared steering. Unlike the Japanese models, however, this low spec was coupled to the (carbureted) 12-valve engine with 52 PS and a standard five-speed transmission. A three-speed automatic was also available. In a period test, this model reached the 0–100 km/h benchmark in 15.9 seconds and a top speed of 148 km/h (92 mph). A very limited production version for competition purposes arrived in 1992, called the Alto Works R. This was a lightened, strict two-seater with four-wheel-drive, a close-ratio five-speed transmission, and a tuned engine – although official output remained 64 PS, as required by the Kei regulations. The car has an adjusted ECU and a free-flow Suzuki Sport RHB31 turbocharger, as well as a different throttle body. Less than a hundred were built, although it continued to be available until the arrival of the next generation Alto. This model, without a backseat and with racing bucket seats in front, was classified as a van and accordingly received the CM22V chassis code, unlike the usual Alto Works. The undercoating and most creature comforts were deleted (although air conditioning remained an option) and the car sat on steel wheels, which made the car about 20 kg (44.09245 lb) lighter than a regular Works RS/R.

  

AND ON TO THE PUB

After the event finished, we felt the need for food, and had nowhere particularly in mind, but the nearest that we came across was one called “The Canterbury”, situated on the main road heading in towards Tewkesbury. I have passed it hundreds if not thousands of times, over the past many years, but have never been in and have to say it does not look that inviting from the outside. Before we headed, and found that although it is a bit dated inside, too, it does serve large portions of very agreeable food for reasonable prices, we spotted a couple of rarities in the car park, and could not resist a few more photos of what are presumably still daily-driver cars.

Perodua Kenari: The Perodua Kenari is a city car produced by Malaysian automotive company Perodua. The Kenari is based on the second generation Daihatsu Move kei car (minicar) with a 990 cc DOHC engine powering it. The name Kenari is a Malaysian name equivalent to the word canary, which translates to joy and freedom. The Perodua Kenari was launched in 2000 with three variants: EX (Standard) (5-speed manual), GX (Deluxe) (5-speed manual) and EZ (4-speed automatic). In April 2003, Perodua introduced the facelift model. Changes included new headlights, a new front grille and a 14″ alloy wheel design that became standard throughout the 4-model range: GX, EZ, EZ Special (EZS) and GX Aero. The GX Aero was offered only with a manual transmission and was only available in Mistik Red. It had a body kit consisting of side skirts, a different spoiler and different styling for the rear lighting units. The interior of the GX Aero featured “cubic” printing on the centre dashboard console surfaces. In September 2003, the company showed a hybrid version of the Perodua Kenari that didn’t make it to production. The prototype used a 659 cc petrol engine which produced 41 bhp and 57 Nm of torque, coupled to an electric motor that generated 25 bhp and 100 Nm. In November 2006, the company introduced the Perodua Kenari RS. Perodua ended production and sales of the Kenari in 2009 with no direct replacement model.

Proton Persona: Development of a second, all new Proton model began as early as the middle of 1988. The Wira was introduced on 21 May 1993 as a four-door saloon, based on the CB2A–CB4A-CD9A platform shared with the 1991 Mitsubishi Lancer, with slightly modified styling to distinguish it. Modifications includes a Proton designed dashboard, front grille and bonnet, headlights, front bumper and front fenders from the Mirage and tail lights from the 1987 Galant hatchback. At launch, 3 variants were available: 1.5 GL MT, 1.5 GL AT and 1.6 XLi AT. The frontal design continues the styling first shown in the Proton Iswara with a fluted bonnet that tapers towards the Proton badge on the grill. Rear disc brakes, front and rear armrests, electric mirrors, folding rear seats and electric windows on all doors were features available on the 1.6 variant. In October 1993, a five-door hatchback version (initially badged as the Wira Aeroback, in a similar fashion as the five door Saga hatchback) was introduced with two variants, 1.6XLi MT and 1.6XLi AT. At the same time, both saloon and hatchback models launched in the UK. In 1994, both 1.3 GL MT saloon and 1.5 GL AT hatchback variants joined the range in Malaysia. In 1995, the Wira received new grille and tail lights with clear indicators. This coincided with the introduction of diesel powered Wira variants. Wira 1.3’s are not equipped with a rev counter. In 1995, the Wira 1.8 EXi joined the range available with an automatic transmission, available with sedan or Aeroback bodywork and a single overhead cam engine. The 1.8 EXi automatics also came standard with ABS brakes. There was also a limited edition Wira 1.8 EXi DOHC with a manual transmission dubbed “FIA Homologated Special Edition”, built to meet the homologation requirement of at least 2,500 units set by the World Rally Championship. A total of 2,450 cars finished in Majorca Black and another 50 RS versions painted solid white were produced. The Wira 1.8 EXi DOHC used a unique grill design and the engine produces 138 bhp. Non-RS variants featured AAC 14″ wheels, Recaro seats, Momo steering wheel and leather gear knob, larger disc brakes, larger anti roll bars, extra welding reinforced chassis, twin tip exhaust muffler and a rear spoiler. The RS variant interior was more on par with the 1.3 GL variant for weight savings but with 15 inch ROH rally wheels. In 1999, the 1.8 grille design was introduced to 1.5 and 1.6 variants. This coincided with the upgrade from carburettor to fuel injection on the 1.3 and 1.5 variants. The Wira 1.3 and 1.5 was now known as Wira 1.3 GLi and 1.5 GLi respectively. In 2001, Proton replaced the Mitsubishi EFi module with a Siemens VDO unit in the 1.3 / 1.5 GLi variants. 1.6 XLi and 1.8 EXi variants were discontinued to avoid overlap with the Waja in the Proton range. The Wira also received suspension tuning from Lotus. In 2004, Proton Wira received a new grille, front bumper and alloy rims which is similar to Proton Arena. Also introduced was Wira Special Edition or WiSE based on the Wira 1.5 GLi Aeroback but had unique front seats with hollow out headrests, modified exhaust system, larger wheels, aluminium pedals and red finish and accents to various interior pieces. Several Proton models released following the Wira’s debut sported frontal stylings that were derivatives of the Wira’s. Among them, the original Satria three door hatchback, the Putra two door “sports” coupé, and the Arena coupe utility. The Wira was replaced by two similar in house designed Proton cars: the Gen-2 and the Persona. The Gen2, codenamed Wira Replacement Model (WRM) was launched in 2004 as a replacement for the Wira Aeroback while the Persona launched in 2007 as a replacement for the Wira sedan. The last Proton Wiras were produced in June 2009. Proton sold 14,908 units of the Wira in Malaysia for 2007, and a further 1,907 and 1,974 were sold in 2008 and 2009 respectively. The last Proton Wiras were registered as late as 2012 in the Malaysian market. Additionally, the last two Proton Wiras were registered in the United Kingdom in 2006, and 76 Wiras were sold in Indonesia in 2010. The last three units of the Iranian assembled Wira were sold in 2011. The Proton Wira made its debut in the United Kingdom in November 1993, where it was sold as the ‘Proton Persona’. The Persona family initially consisted of the 4-door saloon and 5-door hatchback. Later in November 1995, the new Persona Compact model was introduced, and a 2-door Persona Coupé joined the range in 1997. The Compact and Coupé models are the British counterparts of the Proton Satria and Proton Putra in Malaysia. From August 2000, the Satria and Wira nameplates were extended to the British market, and the Coupé was discontinued when production ended in 2001. The Wira was subsequently replaced by the all-new Proton GEN•2 in winter 2004. The Proton Wira was first exported to Australia in May 1995. It was renamed ‘Proton Persona’ in 1996, and continued on sale there until 2004. The Persona nameplate was also used for the Wira saloon in Chile.

This was definitely an interesting day out. A new venue that is well worth watching and revisiting, which I wish well, as Ben, the owner, tries to grow his business. It’s the sort of place you won’t find by accident, given its location, but once you know it is there, you will definitely return on purpose. That includes me.