Returning from Los Angeles a few days into December, the UK car scene has quietened down quite a lot, as the hour of daylight are at their least and many people become more pre-occupied with the forthcoming festive season than feeling like turning out for a car meet. But there are still things going on, among them the ever popular monthly Queen Square Breakfast Club gathering. In the winter months, these are held at the Easter Compton Farm Shop, where there is ample hard-standing for all, and a couple of large barns which means that at least of the attending cars can be housed indoors, which is handy if the weather is unfavourable. In November, it was anything but and there was a bumper attendance which kept the site full to bursting all morning. The forecast for the December event suggested something closer to a typical British winter day, cloudy and with the temperature a few degrees above zero, but not a day that would necessarily encourage people to bring their treasure classic out, even for a short drive. Or so I thought, and early on, that’s what it looked like it was going to be, but there were a few surprise arrivals during the morning, cars which I had not seen at this venue, or indeed any other, before, which really lit up the morning not just for me, but doubtless for many others, too. Here are the cars that my camera recorded in what turned out to be a moderately busy morning:

ABARTH

The Abarth Grande Punto debuted at the 2007 Frankfurt IAA Show, going on sale in the UK in late summer of 2008. Offering 155 bhp from its 1.4 litre T-Jet engine, coupled to a six speed gearbox, and riding on 45 profile 17″ alloys, the standard car got rave reviews from the journalists when they first tried it, and they were even more impressed by the changes wrought by the optional Esseesse kit. This increased power to 177 bhp, brought 18″ OZ lower profile wheels, whilst new springs lowered the ride height by 15-20mm, and high-performance front brake pads and cross-drilled front disc brakes helped the car to stop more quickly. The most distinctive feature of the car were the white alloy wheels, though, as owners found, keeping these clean is not a job for the uncommitted, and many have a second set of wheels that they use for grubbier conditions. Despite the positive press at launch, the car entered a very competitive sector of the market, and the combination of being relatively unknown, a limited number of dealers and the existence of established rivals from Renault and others meant that this always remained a left-field choice. The owners loved them, though, and they still do. The oldest cars have now had their 16th birthdays, and some have amassed relatively big mileages, but they are still a car for the cognoscenti.

ASTON MARTIN

Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lbft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after. A total of 18 different versions of the car were produced during its 12 year life.

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

The Aston Martin DB11 is a two-door grand touring car. It was available as both a coupe and a convertible, the latter known as the “Volante”. The British carmaker Aston Martin produced the DB11 from 2016 to 2023 when it was replaced by the DB12. The DB11 succeeded the DB9, which the company made between 2004 and 2016. Designed by Marek Reichman, who became lead designer in May 2005, the DB11 debuted at the Geneva Motor Show in March 2016. The first model of Aston Martin’s “second-century plan”, the DB11—like its predecessor and its platform siblings—incorporates aluminium extensively throughout its body. Official manufacture of the DB11 began at the facility in Gaydon, Warwickshire, in September 2016. Two engine configurations of the DB11 were available: a 4.0-litre V8-engine model produced by Mercedes-AMG and a 5.2-litre V12-engine model produced by Aston Martin. The Volante version of the DB11 was introduced in October 2017. In 2018, Aston Martin and its racing division replaced the DB11 V12 with the DB11 V12 AMR, which included an increased engine output. The V8-powered model also received an enhancement in engine performance in 2021. Aston Martin began producing the DB9—a grand touring car—in January 2004 at the facility in Gaydon, Warwickshire. It was the first car built on the vertical–horizontal platform—a design in which all vehicles that used it extensively incorporated aluminium throughout their construction. This platform formed the basis of the Vantage in 2005, the DBS in 2007, the Rapide in 2010, the Vanquish in 2012 and the Lagonda Taraf in 2014. In 2015, Aston Martin announced that the DB9’s successor would be named the “DB11”. The upcoming range, known as the “second-century plan”, which the DB11 was a part of, was to introduce a refreshed design approach directed by Marek Reichman, whom Aston Martin appointed lead designer in May 2005. Insider reports indicated that this model range aimed to address critiques of the existing lineup by emphasising distinctive differences among the models, aligning them more closely with the prominent Italian luxury automobile manufacturer Ferrari. Manufacture of the DB9 officially ended in July 2016, after a twelve-year production run during which 16,500 units had been made. The DB11 debuted at the Geneva Motor Show in March 2016. Official manufacture of the DB11 began on 28 September 2016 at the facility in Gaydon, Warwickshire. To demonstrate his commitment to quality, Aston Martin’s then-CEO, Andy Palmer, personally inspected the first 1,000 cars. Similar to its predecessor, the DB11 is based upon a platform—which it shares with the 2018 model Vantage and the DBS Superleggera—that extensively incorporates aluminium throughout its construction. The chassis, in comparison to the DB9, is lighter and stiffer. Its body panels are made of both aluminium and composite materials, and the bonnet is a single-piece unit. Together, the car’s flat underbody, rear diffuser and sizable front splitter manage airflow beneath the DB11, minimising lift. The DB11 features an AeroBlade that captures high-speed air at the C-pillars and channels it through ducts under the bodywork, exiting through slots in the boot lid. This system mimics the effects of a large rear spoiler, reducing drag without added bodywork. An extendable active spoiler enhances the AeroBlade’s efficiency at high speeds. The DB11 has been described as both a sports car and a grand tourer. It is a two-door coupe that was available only in a four-passenger seating configuration. The DB11 has a rear-wheel drive layout with a front-mid-engine placement and exclusively uses a rear-mounted, eight-speed automatic transmission made by the technology manufacturing company ZF Friedrichshafen. Each DB11 was handcrafted, involving approximately 600 engineers and taking around 250 hours to complete. The Vanquish features anti-roll bars and double wishbone suspension supported by coil springs. There are three different drive modes available for both the drivetrain and chassis: normal—suitable for daily driving; sport—offering enhanced precision; and Sport+—intensifying the characteristics of the sport mode. The DB11 has a near-perfect weight distribution of 51 per cent at the front and 49 per cent at the rear. According to the magazine Motor Trend, the DB11 has a combined fuel economy figure of 17 miles per US gallon (14 L/100 km; 20 mpg‑imp). According to Auto Express, the car has a CO2 emission rating of 270 g/km. The doors of the DB11, like the DB9, are swan-hinged. The infotainment system operates on an eight-inch liquid-crystal display accessed via a rotary controller or an optional touchpad. Each DB11 comes with a 400-watt audio system, USB playback, SiriusXM satellite radio, and a Wi-Fi hotspot with iPhone integration. Upgrades were available for a 700-watt sound system or a 1,000-watt Bang & Olufsen unit. The DB11 has a boot capacity of 270 litres (9.5 cu ft). The AE31 twin-turbocharged V12 engine, with a 5,204 cc displacement, was featured in the initial version of the DB11. It produces a power output of 600 bhp at 6,500 rpm and a torque output of 700 Nm (520 lb/ft) between 1,500–5,000 rpm, sufficient to give the car a zero to 60 mph (97 km/h) acceleration of 3.6 seconds and a maximum speed of 200 miles per hour (320 km/h). Aston Martin began the development of the V12 engine in the summer of 2012 under the leadership of Brian Fitzsimons. The project progressed quickly; initial test firing began in October 2012, and it received approval for production in January 2013. The new V12 engine continues to use conventional fuel injection rather than direct injection due to concerns about the potential increase in particulate emissions associated with direct injection petrol engines. The DB11 V12 can run the quarter mile in 11.7 seconds. In May 2018, Aston Martin introduced the DB11 Aston Martin Racing (AMR) version, which succeeded the DB11 V12. The DB11 AMR offers enhanced performance capabilities compared to its predecessor. The previous DB11 V12 had been in production for eighteen months. The updated DB11 AMR produces a power output of 630 bhp at 6,500 rpm and a torque output of 700 Nm (520 lb/ft) at 1,500 rpm, sufficient to give the car a zero to 60 mph (97 km/h) acceleration of 3.7 seconds and a maximum speed of 208 mph (335 km/h). Its shift programming has been revised, its rear suspension is firmer and stiffer, and its twenty-inch forged wheels are 3.5 kilograms (7.7 lb) lighter. Aston Martin introduced a limited edition of 100 DB11 AMR Signature Edition cars at the beginning of production, featuring a Stirling Green paint scheme with lime green accents. It has a zero to 60 mph (97 km/h) acceleration of 3.5 seconds—0.2 seconds faster than the base AMR. Deliveries started in the second quarter of 2018. In July 2021, Aston Martin announced that the AMR name would no longer be used for the V12-powered DB11 as part of their updated model lineup. The original V12 model was supplemented by an entry-level V8 version in June 2017. Powered by a 4.0-litre Mercedes-Benz M177 twin-turbocharged V8 engine developed by Mercedes-AMG, this configuration achieves a weight reduction of 115 kilograms (254 lb) compared to the V12 variant, resulting in a total kerb weight of 1,760 kilograms (3,880 lb). In contrast to the V12 model, the DB11 V8 has a weight distribution of 49 per cent at the front and 51 per cent at the rear. The V8 engine delivers 503 bhp and 675 Nm (498 lb/ft), providing the car with a zero to 60 mph (97 km/h) in four seconds and a top speed of 187 mph (301 km/h). In July 2021, Aston Martin revealed an upgraded version of the DB11 V8. The power output was increased to 528 bhp, allowing the car to accelerate from zero to 60 mph (97 km/h) in 3.9 seconds and reach a higher top speed of 192 miles per hour (309 km/h). In October 2017, Aston Martin introduced the DB11 Volante, a convertible version of the DB11. The Volante has a weight distribution of 47 per cent at the front and 53 per cent at the rear, and is powered by the same 4.0-litre twin-turbocharged V8 engine as the DB11 V8 coupe, albeit with more torque, at 696 Nm (513 lb/ft). The DB11 Volante can accelerate from zero to 60 mph (97 km/h) in 4.1 seconds and possesses a maximum speed of 187 mph (301 km/h). The additional lower body strengthening and the electric roof mechanism in this version increase the weight by approximately 110 kilograms (240 lb). The DB11 received mostly positive reviews. Production of the DB11 ended at the end of June 2023. It was replaced by the DB12, which was unveiled at the 2023 Cannes Film Festival.

AUDI

Not surprisingly there were a number of modern performance Audi models here, with this S3 Saloon and the RS4 Avant among them.

What was a surprise was when this beautifully presented 1^st generation Audi 80GT pulled in. It turned out that the car is locally with the owner living in Downend.

This model debuted in Europe in 1972 as the Audi 80, and in 1973 in Australia and North America (Canada and the USA) as the Audi Fox, and was available as either a two-door or a four-door saloon (sedan). It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an “Audi 80”), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus (Ford Cortina in the UK), as well as more upmarket offerings including the Alfa Romeo Alfetta and Triumph Dolomite. The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership – Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the “bastard”, owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine. The B1 was a clean break from the Auto Union era, being equipped with a range of brand new 1.3- and 1.5-litre SOHC inline-four petrol engines – the first appearance of the now legendary EA827 series of engines, whose descendants are still used in VW Group vehicles to the present day. The internal combustion engines were available in various rated power outputs. For the 1.3-litre engines, (identification code: ZA) was rated at 55 PS, code: ZF was rated at 60 PS. The 1.5-litre (codes: ZB, ZC) at 75 PS for the ZB and 85 PS for the ZC. On the home market, two-door and four-door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only). In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6-litre engine (code: XX) rated at 100 PS. The Audi 80 had a MacPherson strut front suspension, and a C-section beam rear axle located by trailing arms and a Panhard rod, and using coil springs and telescopic dampers. Audi’s design and development efforts paid off during the 1973 European Car of the Year competition where the 80 won ahead of the Renault 5 and the Alfa Romeo Alfetta. A facelift in autumn 1976 brought about a revised front end in the style of the newly introduced Audi 100 C2 with square instead of round headlights, 1.6- instead of 1.5-litre engines (still of 75/85 PS) and a new 80 GTE model with a fuel-injected version of the 1.6-litre (110 PS/108 bhp)) replacing the former 80 GT. In certain markets a five-door “Avant” (Audi’s name for an estate/wagon) variant was offered — effectively a rebadged Volkswagen Passat with Audi front panels. This version, first seen in mid-1975, appeared in the United States, South Africa, and several other markets. The Fox originally had a 1.5 litre engine rated at 55 hp, attached to a four-speed manual transmission. Subsequent versions came with 1.6-litre engines rated at 83 hp. By 1978, ever more stringent emissions rules meant that this had dropped to 78 hp. Four-speed manuals or three-speed automatics were on offer, in all three bodystyles. Aside from the required larger bumpers, early models looked very similar to their European counterparts, while facelift versions (model year 1977) received a large black grille with double, round headlights, without the wraparound turn signals used elsewhere. There was also a sporting GTi package on offer in later years. The B1 platform was dropped from the European market in 1978, although it was sold into the 1979 model year in North America.

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.

Development of the E36 began in 1981 and the exterior design was heavily influenced by aerodynamics, specifically the overall wedge shape, headlight covers and smaller wing mirrors. The lead designers were Pinky Lai and Boyke Boyer. The production version of the E36 was launched in October 1990, with press release in November and market launch in early 1991. The initial models were of the four-door sedan body style, and these were soon followed by the coupe, convertible and Touring, to replace their equivalent E30 generation cars. The early models had a mixed reception, with many feeling that the build quality was not as good as previously and the grey plastic bumpers drew particular criticism, but BMW steadily evolved the car to make among the best available in its class and sales rocketed still further beyond E30 levels. The number of engines offered during the model’s life was greater than ever before, and this was the first 3 Series to be available with a six-speed manual transmission (in the 1996 M3), a five-speed automatic transmission and a four-cylinder diesel engine. The multi-link rear suspension was also a significant upgrade as compared to the previous generations of the 3 Series. All-wheel drive was not available for the E36, unlike the previous (E30) and successive (E46) generations. Following the introduction of its successor, the E46 3 Series in 1998, the E36 began to be phased out and was eventually replaced in 1999.

The development programme for the E46 began in 1993 under chief engineer Wolfgang Ziebart and head of R&D Wolfgang Reitzle. In late 1993, design work began under chief designer Chris Bangle and continued into 1995. In May 1995, the general exterior design of the E46 by Erik Goplen of DesignworksUSA was approved and as a result DesignworksUSA was contracted by BMW to work alongside BMW Group’s in-house design team to create the exterior bodywork for the 3 Series range in February 1996. The design team put an emphasis on improving aerodynamics and increasing the car’s aggressive stance. Design patents were filed in Germany on 16 July 1997 and in the US on 16 January 1998. Chris Bangle and Dr. Wolfgang Reitzle (BMW Head of R&D) were responsible through 1995 for the production sedan’s exterior, as evident in the 1997 design patent. Production development of the sedan took 24 months following design freeze and was 31 months from executive board styling approval in 1995 to its start of series production in December 1997. Erik Goplen designed the production coupé, convertible and station wagon during 1996–1997. The E46 sedan was unveiled via press release on 11 November 1997 and was launched on the market at the end of April 1998. The range was gradually built up, with the four door saloon being the first model to be seen, and with a limited range of engines, and over the following months, the 2 door coupe, convertible, Touring and a 3 door hatch Compact were added, and the engine range was widened. All-wheel drive, which was last available in the 3 Series in 1991, was reintroduced for the E46 on the 325xi, 330xi and 330xd models. The E46 was the first 3 Series to be available with an engine using Valvetronic (variable valve lift). Various electronic features were also introduced to the 3 Series in the E46 generation, including satellite navigation, electronic brake-force distribution, rain-sensing wipers and LED tail-lights. The E46 M3 is powered by the BMW S54 inline-six engine with either a 6-speed manual or a 6-speed SMG-II automated manual transmission. The M3 was introduced in late 2000 and was produced in coupé and convertible body styles only. There was a steady program of evolution through the model’s life. Sales were strong. The best year was 2002 when over 560,000 were sold worldwide. Following the introduction of the E90 3 Series sedans in late 2004, the E46 began to be phased out. However the E46 coupé and convertible body styles remained in production until August 2006.

The M3 version of the E46 3 Series was produced in coupé and convertible body styles. The E46 M3 is powered by the S54 straight-six engine and has a 0-100 km/h (62 mph) acceleration time of 5.1 seconds for the coupe, with either the manual or SMG-II transmission. The skid pad cornering results are 0.89 g for the coupe and 0.81 g for the convertible. The top speed is electronically limited to 250 km/h (155 mph). The available transmissions were a Getrag 420G 6-speed manual transmission or a SMG-II 6-speed automated manual transmission, which was based on the Getrag 420G. The SMG-II used an electrohydraulically actuated clutch and gearshifts could be selected via the gear knob or paddles mounted on the steering wheel. The SMG-II was praised for its fast shift times and racetrack performance, but some people found its shifts to be delayed and lurching in stop-start traffic. In 2005, a special edition was introduced which used several parts from the CSL. This model was called the M3 Competition Package (ZCP) in the United States and mainland Europe, and the M3 CS in the United Kingdom. Compared to the regular M3, the Competition Package includes: 19-inch BBS alloy wheels- 19″x 8″ at the front and 19″x 9.5″ at the rear; Stiffer springs (which were carried over to the regular M3 from 12/04); Faster ratio steering rack of 14.5:1 (compared with the regular M3’s ratio of 15.4:1) as per the CSL; Steering wheel from the CSL; M-track mode for the electronic stability control, as per the CSL; The CSL’s larger front brake discs (but with the regular M3 front calipers) and rear brake calipers with larger pistons; Alcantara steering wheel and handbrake covers; The engine, gearbox and other drivetrain components are the same as the standard M3. Total production of the E46 M3 was 56,133 coupes and 29,633 convertibles. The cars were assembled at the BMW Regensburg factory in Germany and production was from September 2000 until August 2006, production totalled 85,766.

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

On 25 September 2013, BMW released the technical specifications of the M4. It is powered by the S55B30 engine, which is developed and engineered by BMW M GmbH. This 3.0-litre inline-6 engine has been built specifically for the new M4/M3, having a redline of 7,600 rpm with the rev limiter actuated at 7,300 rpm. The engine uses two mono-scroll turbochargers with a peak boost pressure of 18.1 psi (1.2 bar). The power is rated at 431 PS/425 hp, however this is achieved not at a specific engine speed, but is instead rated throughout the range of 5,500–7,300 rpm. The engine’s torque is rated at 550 Nm (406 lb/ft) throughout the range of 1,850–5,500. Two transmission choices are available, the 6-speed manual and the 7-speed M-DCT transmissions. The 7-speed M-DCT transmission accelerates the car from 0 to 100 km/h (62 mph) in 4.1 seconds) and the 6-speed manual transmission from 0 to 100 km/h (62 mph) in 4.3 seconds. The weight of the European specification M4 equipped with a manual transmission is 1,572 kg (3,466 lb) and with the M-DCT dual-clutch transmission, the car is some 40 kg (88 lb) heavier, losing some 80 kg (176 lb) as compared to the E92 M3. As per its E92 predecessor, the roof of the coupe model is constructed from carbon fibre (except if the optional sunroof is fitted). Carbon fibre is also used for the bootlid and engine brace. For the first time in a M3/M4 model, an electric power steering unit is used. The steering system is specifically tuned for both the M3 and M4, however it has been criticized for lacking in feel. The 18 inches (460 mm) and 19 inches (480 mm) wheel options are available with lightweight forged alloy wheels being standard. The M compound brakes come standard (with blue brake calipers), while carbon ceramic brakes (with gold brake calipers) are available as an option. The M4 features Active Sound, live amplification of the engine’s natural sound inducted into the passenger cabin via speakers in the car. BMW claims this technology has been used so that the well insulated cabin can reduce road/wind noise but still provide the driver with the sporty sound of the M powered engine. There are no artificial sound or any pre-recorded track in the system. This system was first implemented in the M5. The M4 is based on the F32 4 Series however 50 percent of its components are unique as compared to the 4 Series. The convertible variant of the M4 was announced along with its coupe sibling, also internally known as F82 or F83 M4. It shares almost everything with the coupé version, but weighs more due to its folding metal roof. The convertible weighs 1,750 kg (3,858 lb) (manual), 1,691 kg (3,728 lb) (M-DCT). The three-piece retractable hardtop folds in 20 seconds. The only significant difference between the two is the weight due to its retractable hardtop. Like its hardtop counterpart, the F83 M4 uses carbon fibre reinforced plastic to lighten and stiffen the car. Because of its extra weight it accelerates slower, taking it 0.3 seconds longer to 100 km/h (62 mph); 4.6 seconds with the manual and 4.3 seconds with the M-DCT transmission. The dynamic differences between the two variants are marginally small. Starting from the 2019 model year (production from 07/2018 onward) BMW removed the carbon fibre driveshaft so as to be able to fit an Otto Particulate Filter (OPF), necessary to comply with WLTP emissions regulations and this also meant that the M Performance Exhaust was no longer able to be offered on these cars by BMW. In February 2016, BMW announced the M4 Competition Package. The M4 Competition Package increases power output by 19 PS to 450 PS/444 hp and has a revised suspension for better handling. New springs, dampers and anti-roll bars complement the included Adaptive M Suspension. BMW also re-tuned the electronic differential and the Dynamic Stability Control to match the upgraded hardware. The interior remains largely unchanged, but Competition Package cars get new lightweight sport seats along with the M-striped woven seat belts. The exterior includes the M Sport exhaust with black chrome tailpipes and high gloss Shadow Line exterior trim. Gloss black trim is added to the kidney grille, side gills, and model badge on the trunk. With the Competition Package, the coupe version accelerates from standstill to 100 km/h (62 mph) in 4.0 seconds. There is a convertible version, and that does the run in 4.2 seconds, both coupe and convertible forms using the dual-clutch transmission.

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

FERRARI

The Ferrari SF90 Stradale (Type F173) is a mid-engine PHEV (Plug-in Hybrid Electric Vehicle) sports car produced by the Italian automobile manufacturer Ferrari. The car shares its name with the SF90 Formula One car with SF90 standing for the 90th anniversary of the Scuderia Ferrari racing team and “Stradale” meaning “made for the road”. The car has a 7.9 kWh lithium-ion battery for regenerative braking, giving the car 26 km (16 mi) of electric range. The car comes with four driving modes depending on road conditions. The modes are changed by the eManettino knob present on the steering wheel. The eDrive mode runs the car only on the electric motors. The Hybrid mode runs the car on both the internal combustion engine and the electric motors and is the car’s default mode. In this mode, the car’s onboard computer (called control logic) also turns off the engine if the conditions are ideal in order to save fuel while allowing the driver to start the engine again. The Performance mode keeps the engine running in order to charge the batteries and keeps the car responsive in order for optimum performance. The Qualify mode uses the powertrain to its full potential. The control logic system makes use of three primary areas: the high-voltage controls of the car (including the batteries), the RAC-e (Rotation Axis Control-electric) torque vectoring system, and the MGUK along with the engine and gearbox. The SF90 Stradale is equipped with three electric motors, adding a combined output of 220 PS to a twin-turbocharged V8 engine rated at a power output of 780 PS at 7,500 rpm. The car is rated at a total output of 1,000 PS at 8,000 rpm and a maximum torque of 800 Nm (590 lb/ft) at 6,000 rpm. The engine is an evolution of the unit found in the 488 Pista and the upcoming F8 Tributo models. The engine’s capacity is now 3,990 cc by increasing each cylinder bore to 88 mm. The intake and exhaust of the engine have been completely modified. The cylinder heads of the engine are now narrower and the all-new central fuel injectors run at a pressure of 350 bar (5,100 psi). The assembly for the turbochargers is lower than that of the exhaust system and the engine sits 50 mm (2.0 in) lower in the chassis than the other mid-engine V8 models in order to maintain a lower centre of gravity. The engine utilises a smaller flywheel and an inconel exhaust manifold. The front wheels are powered by two electric motors (one for each wheel), providing torque vectoring. They also function as the reversing gear, as the main transmission (eight-speed dual-clutch) does not have a reversing gear. The engine of the SF90 Stradale is mated to a new 8-speed dual-clutch transmission. The new transmission is 10 kg (22 lb) lighter and more compact than the existing 7-speed transmission used by the other offerings of the manufacturer partly due to the absence of a dedicated reverse gear since reversing is provided by the electric motors mounted on the front axle. The new transmission also has a 30% faster shift time (200 milliseconds). A 16-inch curved display located behind the steering wheel displays various vital statistics of the car to the driver. The car also employs a new head-up display that would reconfigure itself according to the selected driving mode. The steering wheel is carried over from the 488 but now features multiple capacitive touch interfaces to control the various functions of the car. Other conventional levers and buttons are retained. The interior will also channel sound of the engine to the driver according to the manufacturer. The SF90 Stradale employs eSSC (electric Side Slip Control) which controls the torque distribution to all four wheels of the car. The eSSC is combined with eTC (electric Tractional Control), a new brake-by-wire system which combines the traditional hydraulic braking system and electric motors to provide optimal regenerative braking and torque vectoring. The car’s all-new chassis combines aluminium and carbon fibre to improve structural rigidity and provide a suitable platform for the car’s hybrid system. The car has a total dry weight of 1,570 kg (3,461 lb) after combining the 270 kg (595 lb) weight of the electric system. Ferrari states that the SF90 Stradale is capable of accelerating from a standstill to 100 km/h (62 mph) in 2.5 seconds, 0–200 km/h (124 mph) in 6.7 seconds and can attain a top speed of 340 km/h (211 mph). It is the fastest Ferrari road car on their Fiorano Circuit as of 2020, seven tenths of a second faster than the LaFerrari.  The manufacturer claims that the SF90 Stradale can generate 390 kg (860 lb) of downforce at 250 km/h (155 mph) due to new findings in aero and thermal dynamics. The main feature of the design is the twin-part rear wing which is an application of the drag reduction system (DRS) used in Formula One. A fixed element in the wing incorporates the rear light, the mobile parts of the wing (called “shut off Gurney” by the manufacturer) integrate into the body by using electric actuators in order to maximise downforce. The SF90 Stradale uses an evolution of Ferrari’s vortex generators mounted at the front of the car. The car employs a cab-forward design in order to utilise the new aerodynamic parts of the car more effectively and in order to incorporate radiators or the cooling requirements of the hybrid system of the car. The design is a close collaboration between Ferrari Styling Centre and Ferrari engineers. The rear-end of the car carries over many iconic Ferrari Styling elements such as the flying buttresses. The engine cover has been kept as low as possible in order to maximise airflow. According to the car’s lead designer, Flavio Manzoni, the car’s design lies in between that of a spaceship and of a race car. The rear side-profile harkens back to the 1960s 330 P3/4. Deliveries in the UK started in late 2020 and so numbers here are gradually building up.

Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later,

FORD

The regular second generation Focus cars were released in late 2004. An ST version followed very quickly, and for a long time, Ford maintained that was the only sporty Focus there was going to be. Finally, on December 17, 2007 Ford of Europe confirmed that a Mk 2 Focus RS would be launched in 2009, with a concept version due in mid-2008, with an upgraded Duratec ST engine with 305PS Duratec RS, gearbox, suspension, and LSD. In 2008, Ford revealed the new Focus RS in “concept” form at the British International Motor Show. Contrary to numerous rumours and speculation, the RS was announced by Ford to have a conventional FWD layout. The Duratec RS engine was upgraded to produce 301 bhp and 325 lb/ft of torque. 0 to 100 km/h (62 mph) acceleration was quoted to be under 6 seconds. The RS used a modified Volvo -engineered 2,522cc five-cylinder engine found in the Focus ST. A larger Borg Warner K16 turbo now delivers up to 20.3-psi of boost. A new air-to-air intercooler has been developed as a complement, while the forged crankshaft, silicon-aluminium pistons, graphite-coated cylinder bores, 8.5:1 compression ratio and variable valve timing also up the power output. The car remained front wheel drive, but to reduce torque steer used a Quaife Automatic Torque Biasing LSD, and a specially designed MacPherson strut suspension at the front called RevoKnuckle, which provided a lower scrub radius and kingpin offset than traditional designs while avoiding the increased weight and complexity of double wishbone and multi-link suspension setups. Ford UK claim: “It’s as close as you’ll come to driving a full-spec rally car (Ford Focus RS WRC). The production car was finally unveiled on 5 January 2009. It looked very distinctive, as at the rear a large venturi tunnel and a dramatic rear spoiler created a purposeful look. It was available in three expressive exterior colours: Ultimate Green, Performance Blue and Frozen White. The ‘Ultimate’ Green was a modern reinterpretation of the classic 1970s Ford Le Mans Green of the Ford Escort RS1600 era.

Beginning Summer 2012 (UK)/late 2012 in the US, Ford offered a new performance-oriented hot hatch Focus ST, as first revealed at the 2010 Paris Motor Show and then at the 2011 Frankfurt Motor Show when more details were announced, including the availability of an estate(wagon) version for European markets, and the possibility of a sports sedan version for North American markets. The ST features a new, more aggressive exterior design, including a redesigned front bumper with larger air intakes and grille, larger rear wing, wider side sills, center-exit exhaust, and alloy wheels. Inside, the car receives a trio of additional gauges mounted in the dashboard, faux-carbon fibre trim, and sport seats with body-colored inserts and stitching. The car will be offered three trim options: ST1, ST2, and ST3; the same three options that were available with the MkII ST. The ST uses a 252 bhp & 366 Nm (270 lb/ft) version of the 4-cylinder 2.0L EcoBoost engine, a gain of 25 hp above the previous Focus ST which used a larger 2.5L 5-cylinder engine. It is resultantly estimated that the ST will reach 100 kilometres per hour (62 mph) in 6.1 seconds, while its top speed will be 248 kilometres per hour (154 mph). Compared to the previous ST, the new model has the same 0 to 100 km/h time and has a 2 mph higher top speed. Another significant improvement is weight; the new car is 30 kilograms (66 lb) lighter than its 5-cylinder powered predecessor. For the 2015 model year, the ST continued to use the 252 bhp 2.0L EcoBoost with a 6-speed manual gearbox in ST1, ST2 and ST3 trims for the European and US markets, and the single ST trim in the Australian market. Updates were made to the front and rear fascias to coincide with the changes implemented in the standard Focus, including the lights, grille, and rear diffuser. The availability of 5-door hatchback and estate (wagon) body styles remained unchanged. For the European markets, a 2.0L TDCi Duratorq Diesel engine was available for the ST with a 6-speed PowerShift automatic gearbox to rival the likes of the Volkswagen Golf GTD and the SEAT León FR. The 2.0L Duratorq’s rated output is 182 bhp and 300 lb/ft (407 N⋅) of torque in the ST. Pricing and badging is the same for petrol and diesel models. Production ceased when the new fourth generation model arrived in 2018.

Ford played much the same guessing game about whether there would be an RS version of the third generation Focus as they had done with the earlier versions. Production of the regular cars started in late 2010, but it was not until the 2015 Geneva Motor Show before the production ready MKIII Ford Focus RS was unveiled. It came packing the turbocharged 2.3-litre inline-four engine found in the Mustang EcoBoost. In the Focus RS, the engine itself produces 350 hp. Power is sent to all four wheels via Ford’s all-new Torque-Vectoring All-Wheel-Drive system with a rear drive unit designed by GKN, as well as upgraded suspension and brakes. As well as that, the new Focus RS will be fitted with Drive Modes – including an industry-first Drift Mode that allows controlled oversteer drifts – and Launch Control. The RS will boast a model specific aerodynamic package that helps to differentiate it from other Focus models. The RS is capable of accelerating to 100 km/h (62 mph) in 4.7 seconds. Sales finally started in mid 2016, with long waiting lists having been created, though Ford did eventually catch up with expanded production levels allowing them to meet the demand.

GILBERN

The Invader was the last car made by the company. Introduced in July 1969, it was based on the Genie but with improved chassis and larger brakes. The front suspension now came from the MGC and the chassis was strengthened. It took the brand further up- market with fittings such as electric windows and walnut-veneered dashboard. The Invader was available as a complete car and from 1970 an estate version was also produced. Automatic or manual transmission with overdrive were available. It was updated to the Mk II version in 1971. In September 1972, a Mk III version was released, which had a Ford Cortina front suspension and was restyled front and rear. The engine was the higher tune unit from the Ford Capri 3000GT. The body was produced using new moulds and was both wider and lower than that of the earlier Invader, with the tack was extended by four inches. The wider axle led to wheel spats being added to the sides of the car. At the back the live rear axle was located by trailing links and a Panhard rod: adjustable shock absorbers were fitted all round. It was only available as a factory-built car and cost £2,693 in 1972, which was a lot of money. That proved to be the car’s ultimate downfall, and production ceased in 1973 after 603 had been made.

HYUNDAI

Still, to my eyes, one of the best looking of all the contemporary EVs is the Hyundai Ioniq 5, an example of which arrived mid-morning and slotted into quite a prominent parking place.

JAGUAR

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

Also here was the F Type, Jaguar’s current sports car.

LAMBORGHINI

Arriving with some of the other supercar was this Urus, by some measure the biggest selling Lamborghini ever.

LAND ROVER

The Series 2 model, the successor to the successful Series I, saw a production run from 1958 to 1961. It came in 88 in and 109 in wheelbases (normally referred to as the ‘SWB’ and ‘LWB’). This was the first Land Rover to receive the attention of Rover’s styling department. Chief Stylist David Bache produced the familiar ‘barrel side’ waistline, with a 5 in greater width to cover the vehicle’s wider tracks, as well as the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers. The series II was the first vehicle to use the well-known 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp 2.0-litre petrol engine from the series I. This larger petrol engine produced 72 hp and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular. The 109-inch series II station wagon introduced a twelve-seater option on top of the standard ten-seater layout. This was primarily to take advantage of UK tax laws, by which a vehicle with 12 seats or more was classed as a bus, and was exempt from Purchase Tax and Special Vehicle Tax. This made the twelve-seater not only cheaper to buy than the 10-seater version, but also cheaper than the seven-seater 88-inch Station Wagon. The twelve-seater layout remained a highly popular body style for decades, being retained on the later series and Defender variants until 2002, when it was dropped. The unusual status of the twelve-seater remained until the end—such vehicles were classed as minibuses and thus could use bus lanes and (if registered correctly) could be exempt from the London Congestion Charge. There was some degree of overlap between series I and II production. Early series-II 88-inch vehicles were fitted with the old 2-litre petrol engine to use up existing stock from production of the series I. The 107-inch Station Wagon continued until late 1959 due to continued demand from export markets and to allow the production of series-II components to reach full level. The SII and the SIIA are very difficult to distinguish. There were some minor cosmetic changes. Body configurations available from the factory ranged from short-wheelbase soft-top to the top-of-the-line five-door station wagon. A 2.25-litre diesel was added to the engine line, which after 1967 included a 2.6-litre inline six cylinder petrol engine for the long-wheelbase models, which also had servo-assisted brakes. 811 of these were NADA (or North American Dollar Area) trucks, which were the only long-wheelbase models made for the American and Canadian markets. From February 1969 (home market), the headlamps moved into the wings on all models, and the sill panels were redesigned to be shallower a few months afterwards. The series IIA is considered by many the most hardy series model constructed. It is quite possibly also the type of classic Land Rover that features strongly in the general public’s perception of the Land Rover, from its many appearances in popular films and television documentaries set in Africa throughout the 1960s, such as Born Free. In February 1968, just a few months after the Rover Company had been subsumed, under government pressure, into the Leyland Motor Corporation, the Land Rover celebrated its twentieth birthday, with total production to date just short of 600,000, of which more than 70% had been exported. Certainly it was whilst the series IIA was in production that sales of utility Land Rovers reached their peak, in 1969–70, when sales of over 60,000 Land Rovers a year were recorded. (For comparison, the sales of the Defender have been around the 25,000 level since the 1990s.) As well as record sales, the Land Rover dominated many world markets- in Australia in the 1960s Land Rover held 90% of the 4×4 market. This figure was repeated in many countries in Africa and the Middle East. The Series 3 replaced this version in 1971.

The Series III had the same body and engine options as the preceding IIa, including station wagons and the One-Ton versions. Little changed cosmetically from the IIA to the Series III. The series III is the most common series vehicle, with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the series III. The traditional metal grille, featured on the series I, II and IIA, was replaced with a plastic one for the series-III model. The 2.25-litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). During the series-III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976. For many years, a SWB Land Rover was the shortest 7-seat vehicle available in Europe. The series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature synchromesh on all four gears, although some late H-suffix SIIA models (mainly the more expensive Station Wagons) had used the all-synchro box. In keeping with early 1970s trends in automotive interior design, both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash. The instrument cluster, which was previously centrally located, was moved to the driver’s side. Long-wheelbase Series-III vehicles had the Salisbury rear axle (the differential housing and axle case are one piece)[clarification needed] as standard, although some late SIIA 109-inch vehicles had them too. In 1980, the 2.25-litre petrol and diesel engines received five main bearing crankshafts to increase rigidity and the transmission, and axles and wheel hubs were strengthened. This was the culmination of a series of updates to the transmission that had been made since the 1960s to combat the all-too-common problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves. Due to the fully floating design of the rear wheel hubs, the half shafts can be removed very quickly without even having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which blighted the series Land Rovers in many of their export markets and established a reputation that continues in many markets to the present day. This is despite the 1982 re-design (mainly the increase of driving-splines from 10 to 24 to reduce stress) that all but solved the problem. Also, new trim options were introduced to make the interior more comfortable if the buyer so wished (many farmers and commercial users preferred the original, non-trimmed interior). These changes culminated in April 1982 with the introduction of the “County” spec. Station Wagon Land Rovers, available in both 88-inch and 109-inch types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other “soft” options designed to appeal to the leisure owner/user. Of more interest was the introduction of the High Capacity Pick Up to the 109-inch chassis. This was a pick-up truck load bay that offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors.

There were a number of examples of later Defender models, too.

MAZDA

Mazda introduced rotary-powered vehicles in 1971, beginning with the R100 and eventually introduced the RX-2, RX-3, RX-4, RX-5, and three generations of the RX-7 sports car in the US and worldwide markets. However, due to the lack of conveniences and user-friendliness, coupled with the high price tag and declining interest in sports cars and coupés at the time, Mazda decided to withdraw the RX-7 from most major markets except Japan. After 1995, Mazda suffered from a relatively undistinguished and ordinary product line in the US except for the MX-5 Miata. As popular interest in import tuning and performance cars resurged in the late-1990s due in part to various popular cultural influences, Japanese automakers waded back into the performance and sports car market in the US and in worldwide markets. In addition, Mazda endeavoured to rejuvenate itself around this time, partially with financial and management assistance from its new owner Ford, and successfully developed a new product line of high quality cars with desirable styling and superior driving dynamics compared to their competitors, beginning with the Mazda6 and followed by the Mazda3, paving the way for the arrival of Mazda’s next-generation rotary powered sports car. The RX-8 combined two previous products (the internationally sold RX-7, and the Cosmo which was exclusive to Japan), with the exterior dimensions of the RX-8 to be slightly smaller than those of the Cosmo. Mazda chose not to install the 2.0 L three-rotor 20B-REW, which was discontinued in 1996 when the Cosmo ceased production. In Japan, sales were affected by the fact that the RX-8 did not comply with Japanese Government’s dimension regulations, and Japanese buyers were liable for yearly taxes for driving a larger car. The rotary engine had financial advantages to Japanese consumers in that the engine displacement remained below 1.5 litres, a significant determination when paying the Japanese annual road tax which kept the obligation affordable to most buyers, while having more power than the traditional inline engines. The development of the RX-8 can be traced as far back as the 1995 RX-01 concept car, which featured an early iteration of the 13B-MSP engine. Naturally aspirated with side exhaust ports, this engine has a power output of 210 bhp Because of Mazda’s financial position at the time and the growing market interest in SUVs, the RX-01 did not see further development or production. However, a “skunkworks project” engineering team within Mazda kept the development of the 13B-MSP alive using an elongated MX-5 chassis known internally as “gokiburi-ka”, or “cockroach car” translated to English, eventually catching the attention of management, which was by then heavily influenced by Ford. Development of the 13B-MSP advanced and eventually led to the RENESIS name debuting along with the RX-EVOLV concept car which began to bear semblance to the production version of the RX-8 with the “freestyle” rear suicide doors. The styling was further refined, in Mazda tradition, by competition between its design studios in Japan, the US, and Europe. The lead designer was Ikuo Maeda, the son of Matasaburo Maeda (the lead designer of the original RX-7). The project obtained official approval from management under one condition, that the resulting car should have four doors, and eventually the RX-8 concept car (design/engineering model) was produced and shown in 2001, closer resembling the production version. A near-production “reference exhibit” RX-8 was shown shortly thereafter at the 2001 Tokyo Motor Show, pending final approval for production. The production version of the RX-8 closely resembles this vehicle save for minor trim details, and “Job 1” began in February, 2003 at Mazda’s Hiroshima plant in Japan. The RX-8 was designed as a front mid-engine, rear-wheel-drive, four-door, four-seater quad coupé. The car has a near 50:50 front-rear weight distribution and a low polar moment of inertia, achieved by mounting the engine behind the front axle and by placing the fuel tank ahead of the rear axle. The front suspension uses double wishbones and the rear suspension is multi-link. Weight is trimmed through the use of materials such as aluminium and plastic for several body panels. The rest of the body is made of steel, except for the plastic front and rear bumpers. The manual gearbox model uses a carbon fibre composite driveshaft to reduce the rotational mass (momentum of inertia) connected to the engine. Power is sent to the rear wheels through a torque-sensing conical limited-slip differential for improved handling. While under-powered in comparison to the final variant of the RX-7, the RX-8 is considered its successor as Mazda’s rotary engine sports car. A prominent feature of the RX-8 is its rear-hinged “freestyle” doors (similar to suicide doors) that provide easier access to the rear seats. The RX-8 has no B-pillars between the front and rear doors, but the leading edge of the rear door acts as a “virtual pillar” to maintain structural rigidity. Because of the overlapping design, the rear doors can be opened only when the front doors are open. The RX-8’s cabin was designed to allow enough room to house four adults, making it a genuine 4-seater rather than a 2+2. In designing the RX-8, Mazda’s engineers were able to achieve a chassis stiffness rating of 30,000  The earlier models of the RX-8, having chassis codes SE3P, and JM1FE, were produced from the 2003 model year, though the car’s U.S. debut was for the 2004 model year. It is powered by the RENESIS 13B-MSP (2-rotor, multi-side-port) Wankel engine displacing 1.3 L (1,308 cc). The 4-port standard RENESIS was rated at 191 bhp and was coupled with either a 5-speed manual or 4-speed automatic transmission. The 6-port high power RENESIS was only available with a six-speed manual transmission and was rated at 238 bhp. For the North American market, Mazda revised the reported output rating of the standard and high power RENESIS soon after launch to 189 bhp and 237 bhp, respectively.With exhaust ports now located in the side housing, the RENESIS boasted improved fuel efficiency and emissions rating over the 13B-REW employed by the preceding RX-7, thereby making it possible to be sold in North America. At launch, the RX-8 was available in various models in different markets around the world. The variations according to different markets are as follows:  6-speed manual with a claimed output of 232 bhp at 8,250 rpm and 159 lb⋅ft (216 Nm) of torque at 5,500 rpm with a 9,000 rpm (redline limited) (Sold in North America). This model was equivalent to the “Type S” trim in Japan;  5-speed manual with engine tuned to 189 bhp with the redline reduced to 7,500 rpm. This powertrain combination was not available in North America;  6-speed automatic with manual paddle shifting option (introduced in the U.S. for the 2006 model year, replacing the 4-speed automatic transmission of 2004–2005) with the engine rated at 212 bhp and 159 lb/ft (216 Nm) of torque with a redline at 7,500 rpm. This was the revised standard RENESIS, now with two extra intake ports like the high power version. The 2006 automatic RX-8 model also was given a second oil cooler, as was standard in the manual transmission model. Automatic versions all had lower output/lower rpm engines due to the lack of availability of a transmission that would be able to reliably cope with the engine’s high rpm limits. In 2003 Mazda announced a factory Mazdaspeed Version of the RX-8 exclusively in Japan. Based on the Type S and tuned by Mazda’s in-house division Mazdaspeed, the car included both mechanical, suspension, and aerodynamic improvements over the standard RX-8’s. Mazdaspeed RX-8’s were considered the highest performance model of the pre-facelift RX-8. Mechanical and suspension improvements included a new performance exhaust system, upgraded spark plugs, grounding kit, lightweight flywheel, re-balanced eccentric shaft, performance brake pads, stiffer anti roll bars, four point front strut tower brace, rear strut tower brace, as well as a set of height and damping force adjustable coil-overs. Mazdaspeed also redesigned the aerodynamics of the car, giving it a new front bumper, with enlarged venting and oil cooler ducting, as well as side skirts, rear under spoiler, and a rear wing. The Mazdaspeed RX-8 was offered in either Strato Blue Mica, or Sunlight Silver Metallic as exclusive colours. A total of 480 factory Mazdaspeed Version RX-8’s were built, and had a suggested retail price of JP¥3,650,000.00. Mazda also sold Mazdaspeed accessories worldwide through their dealerships. These accessories included both parts that weren’t equipped on factory Mazdaspeed RX-8’s as well as nearly all the parts equipped on the factory Mazdaspeed Version. This allowed standard RX-8’s to be upgraded to Mazdaspeed standards through dealerships around the world. In November 2008, Mazda improved the RX-8 body rigidity through the addition of structural reinforcements, by adding a trapezoidal shock tower brace and enhancing the local rigidity of the front suspension tower areas. The rear suspension geometry was revised for better handling, and the final-drive-gear ratio on manual transmission cars was shortened from 4.444 to 4.777 for improved off-the-line performance. While minimal, these changes gave the updated RX-8 increased acceleration and performance. Mazda engineers claimed that the 2nd generation RX-8 was (slightly) faster than the previous generation due to the lower gearing and improved suspension.[citation needed] The Renesis II engine iteration that was launched in the 2009 model year included a third oil injection port in each rotor housing to feed oil to the middle of the rotor facing, making this their first all-new EMOP (Electric Metering Oil Pump) with a total of 6 lubrication injectors, plus an all-new engine oil pump with higher pressure rating that requires specific oil filter rated for the higher pressure. New catalytic converter was used to reduce clogging that resulted in overheating exhaust stream forward of the catalytic converter and eventual rotor side seal failure, which was responsible for majority of RX-8 engine failures.[citation needed] Ignition coil packs, which suffer reduced performance over time and leads to unburnt fuel and oil that eventually clogs the catalytic converter, was not upgraded from series 1 RX-8. Due to higher usage cycle that is two to three times higher in Wankel compared to Otto cycle, ignition coil packs on RX-8 can degrade much sooner than Piston engines using similar hardware, and cause unburnt fuel to reach the catalytic converter, clogging it and cause engine overheating leading to side seal springs failure. The updated RX-8 also received design enhancements that were meant to freshen the styling and give the RX-8 a new look, without impairing the basic design theme. Refinements for the 2009 model year included a more aggressive restyled front and rear bumper as well as a new front fascia. The updated RX-8 also came with sporty, high-quality finish front and rear headlamps as well as larger exhaust pipes (now measuring 90 mm (3.5 in) across). The 2009 RX-8 also offered a new five-spoke wheel design featuring a symbolic and sporty design reminiscent of the rotary engine, with different arrangements for each wheel size. A rear spoiler was also added dependent on the trim level selected. There were three trims available to consumers from 2009 to 2012: Sport, Grand Touring, and R3. European production ended in 2010 when the car could no longer meet emissions standards.

MERCEDES-BENZ

The third generation of Mercedes-Benz SLK-Class (SLC-Class) (series R172) was launched in Stuttgart in January 2011, with a subsequent public launch at the 2011 Geneva Motor Show, with international sales starting spring 2011. It is the successor of R171 series of roadsters which was originally launched in 2004. The SLC (as it was renamed during its mid cycle facelift) was discontinued after the 2020 model year. The design follows the themes of both the first and second generation SLKs, but incorporates a radiator air intake design inspired by the 190 SL roadster from the 1950s, and front end inspired by the Mercedes-Benz SLS AMG Coupé and Mercedes-Benz CLS-Class (W218). “Edition 1” models includes special paint finish SHAPE in glacier grey, panoramic vario-roof, Dynamic Handling package, AMG bodystyling, two-tone designo nappa leather with contrasting topstitching, AIRSCARF, ambient lighting and more. Orders began in from 17 January 2011, and arrived to dealer showrooms on 26 March 2011. Early models include the SLK 200 BlueEFFICIENCY, SLK 250 BlueEFFICIENCY, SLK 350 BlueEFFICIENCY. US models went on sale in 2011 as 2012 model year vehicles. For the 2014 model year, minor changes were made to standard equipment, and the AMG Sports package was renamed to AMG Line. The Roadster Pure is a version of the SLK 200 BlueEFFICIENCY with the 7-speed automatic transmission, panoramic vario-roof, and the COMAND Online multimedia system. It also features 18-inch light-alloy wheels in 5-twin-spoke design, lowered sports suspension by 10 mm (0.4 in), LED daytime running lights, metallic paint and leather heated seats. The SLK 250 CDI is the first version of the SLK-class a with diesel engine. Ordering began on 13 September 2011. Early models include the 7G-TRONIC PLUS automatic transmission, followed by six-speed manual transmission models in the second quarter of 2012. A BlueEFFICIENCY version of the SLK 250 CDI with the 6-speed manual transmission was added to the range in the spring of 2012. The SLK 250 CDI BlueEFFICIENCY with 7-speed automatic transmission is sold in Germany and the UK. The SLK 55 AMG was unveiled at the 2011 Frankfurt Motor Show, and went on sale in January 2012. It is powered by the M152 V8 engine, rated at 422 PS at 6,800 rpm and 540 Nm (398 lb/ft) at 4,500 rpm, and equipped with AMG cylinder management, start/stop function, sports exhaust system with integrated exhaust flaps, AMG SPEEDSHIFT PLUS 7G-TRONIC automatic transmission, AMG sports suspension with torque vectoring brakes and AMG direct-steer system, 3-stage ESP, and ventilated and perforated brake discs on all wheels with 360 x 36 mm front and 330 x 22 mm rear brake discs. The third generation continues with the two-piece metal folding roof known as a Vario Roof, which includes a choice of a roof painted in the vehicle colour, a panoramic vario-roof with dark-tinted windows, or the panoramic vario-roof with MAGIC SKY CONTROL, which features a glass roof that can be switched from fully transparent to tinted using a type of smart glass technology.

MINI

There have been a couple of official convertible versions of the legendary Mini, with one produced by Crayford in the early 1960s being a very rare sighting these days and one of the Lamm-produced ones from the early 90s being a little more common. This is neither of those and is, I suspect, rather more of a one-off conversion.

NISSAN

The Nissan 370Z (known as the Fairlady Z Z34 in Japan) is a 2-door, 2-seater sports car (S-segment in Europe) manufactured by Nissan Motor Company. It was announced on October 29, 2006, and was first shown at an event in Los Angeles ahead of the 2008 Greater LA Auto Show, before being officially unveiled at the show itself.  The 370Z is the sixth generation of the Nissan Z-car line, succeeding the 350Z. The 370Z marks the last production car with a naturally aspirated and high-rev V6 coupled to a manual transmission. Almost every piece and component of the 370Z has been redesigned from the previous 350Z. The wheelbase is 4 in (100 mm) shorter at 100.4 in (2,550 mm) and an overall length 2.7 in (69 mm) shorter at 167.1 in (4,240 mm). The overall width has been increased by 1.3 in (33 mm), the rear track by 2.2 in (56 mm), and overall height reduced by 0.3 in (7.6 mm). The smaller exterior dimensions and use of more lightweight materials helped reduce weight. The 370Z features a front aluminium subframe, aluminium-alloy engine cradle, aluminium door panels, an all-aluminium hood, and an aluminium hatch. Front body torsional rigidity is improved by 10 percent with an extensively revised body structure, which includes a new front suspension cradle to reduce front body lateral bending, new rear structural reinforcements, and an underbody “V-bar” to help reduce rear lateral bending. Rear body torsional rigidity is improved by up to 22 percent and rear body vertical bending rigidity is improved by up to 30 percent. Additional enhancements include the use of a carbon fibre composite radiator housing and strengthening of the rear fender and hatch areas. The new structure weighs slightly less than the 350Z. The 370Z uses a front double wishbone suspension, with forged aluminium control arms and steering knuckle. The rear multi-link suspension uses a forged aluminium upper control arm, lower arm and radius rod, the toe control rod is steel and wheel carrier assembly is aluminium. The refreshed 2013 model uses new dampers with the Sport package models. The brakes have been changed from the more expensive Brembo racing brakes to Nissan branded brakes which are manufactured by Akebono. The coefficient of drag is 0.30 and 0.29 with the Sport Package, figures identical to the 350Z. The Japanese model of the 370Z Coupe went on sale in December 1, 2008. The vehicle was unveiled in the 2008 Los Angeles Auto Show, with sales of the North American model beginning at Nissan dealers in early 2009. Standard and optional equipment includes 19-inch RAYS wheels, Bluetooth, Sirius/XM satellite radio, heated electric seats, viscous limited slip differential, Bose sound system with dual subwoofers and 6-CD changer, and automatic climate control. Deliveries of the European model began in April 2009. There was also an open-topped car, the 370Z Roadster which went on sale in late summer 2009 as 2010 model year vehicle. Early models include the 370Z and 370Z Touring, with Sport Package and Navigation packages for the 370Z Touring. European models went on sale as 2010 model year vehicles. Although there were numerous limited edition models that followed, the car changed little over the next several years. The 2020 model year was the final model year for the 370Z. The line was continued by the Nissan Z (RZ34) on a modified version of the same platform.

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

RENAULT

The Megane Renault Sport 230 Renault F1 Team R26 is a version that commemorates the success of Renault in the Formula 1 World Championship with the 2005 and 2006 Constructors’ and Drivers’ Championship titles and is named after the 2006 F1 car (R26). It is based on the facelifted Mégane RS. The engine is rated at 227 hp (230 PS) at 5,500 rpm and 310 Nm (229 lb⋅ft) at 3,000 rpm. It incorporates the improved version of the Cup Chassis package now with a limited slip differential fitted for the first time in addition to 18-inch Anthracite spoked alloy wheels with Michelin Pilot Sport 2 235/40 R18 tyres, Brembo front and rear red brake calipers and an increased brake master cylinder diameter, plus revised stiffened steering. Other features include a sport exhaust, Recaro seats, climate control, 4×15-watt RDS radio single CD/MP3 player with 6 speakers, Renault F1 decals, numbered plaque, limited slip differential and a rear spoiler. The car weights 1,355 kg (2,987 lb) kerb, 1,820 kg (4,012 lb) gross. This generation of Megane RS was widely regarded as one of the best hot hatches of the time.

SUBARU

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

SUZUKI

The second generation Cultus first appeared in Japan in September 1988, followed by its European debut as the Swift at the Brussels Auto Salon in October. General Motors, whose Design Center assisted in its development, designated it the GM M platform. The chassis, engines, and drivetrains were developed by Suzuki, being mostly modified variants of the first generation Cultus. The second generation offered new styling and four-wheel independent strut suspension. A turbocharged three-cylinder version remained fairly popular in Canada, which was the only market for the version which was not even available in its homeland Japan. It was available with a 1.0-liter three-cylinder with a power output of 53 PS, a 1.3-litre four-cylinder, and later a 1.6-litre four-cylinder (for the sedan only). The higher powered Cultus/Swift GTi had an improved G13B engine which featured hollow camshafts, stronger web casting on the engine block, a better flowing intake manifold (the prior generation intake manifold had its shape compromised to fit into the engine bay), and its ECU now had electronic control over ignition timing. It now put out 101 PS of power. The GTi also featured all wheel disc brakes. Japanese GTi’s have a much higher compression ratio (11.5:1) and accordingly more power at 115 PS, and were also offered with permanent four-wheel drive. In June 1989, Suzuki introduced their first three-box sedan since the discontinuation of the Fronte 800 in 1969. Sold as the “Cultus Esteem” in Japan, it was also available with a larger 1.6-liter engine never offered in the hatchbacks. In the Japanese market, the 1.3-liter single-cam engine was changed to a 16-valve version in July 1990, which increased power to 82 PS. Suzuki facelifted the Cultus in July 1991 for the 1992 model year. The update involved the relocation of the rear license plate to the rear bumper from in between the tail lamps. The gap vacated by the license plate was filled in with either a black plastic panel or translucent red perspex panel integrating with the tail lamps. At the front, Suzuki revised the bumper’s airdam, and inside, the interior was substantially re-designed. In the Japanese market, the Cultus Esteem’s carburetted 1.6-litre engine was replaced by a single-point fuel injection 1.5-liter G15A engine with 91 PS, to fit a lower tax category. The single-cam 1.3 was also updated with fuel injection in July 1991, although its power remained 82 PS. All Swifts (export models) got a redesigned front and rear fascia as well as a new dashboard. The 1.0-liter three-cylinder engine received a new cylinder head assembly: the engine of the previous generation used the same block and corresponding components but featured a head with valves in a V-formation straddling a single camshaft with rocker arms on shafts, whereas now the cylinder head assumed a much slimmer profile, owing to the valves now being in a vertical, inline configuration, actuated by inverted buckets also serving as hydraulic valve lash adjusters, all underneath a single overhead camshaft. The first European-built model was a “Suzuki Swift” manufactured in September 1992 in Esztergom, Hungary. Updates in 1996 followed, and model year 2000 modifications included a version fitted with the same Suzuki four-wheel drive system that had been available in the Japanese market until February 1996 and badged as the “Subaru Justy”. The last modifications were made on the European Gen II from model year 2002 but only for the Hungarian market, the 1.3-liter engine was also changed to 16-valve version and produces 85 PS. The production of the three-door models ended in September 2002. In the same year, in December, the four-door sedan version was also discontinued. The last variation available was a five-door version, which was offered until March 2003. In Ecuador, the local Aymesa plant assembled some versions of this vehicle. The three-door version was called Suzuki “Forsa II”, while the four-door sedan version was badged “Chevrolet Swift”. In 1999, General Motors de Ecuador took over AYMESA’s production of General Motors vehicles, including Suzuki-based ones. Production of the sedan ended about 1996, while the hatchback version continued to being produced until 2003 at least and it was badged as “Chevrolet Forsa” in latter years. These were powered by the 67 PS 1.3-liter four. Cultus variants were available in Colombia from 1991 until 2004, where it was called the Chevrolet Swift. They were assembled by GM-Colmotores in Bogotá. A stripped-down version of the 1.3-liter Swift sedan was also marketed as the “Suzuki Taxi”. The hatchback was sold in Indonesia as the “Forsa Amenity” from 1990 until 1992, and, after a facelift, simply as the “Eleny” from 1992 until 1994. The sedan arrived in 1991 and marketed as the “Forsa Esteem”, although the “Forsa” portion was eventually dropped just like the hatchback in the facelift. Initially only a carburetted, uncatalyzed version of the 1298 cc G13BA 8-valve engine with 71 PS at 6000 rpm was available. Power claimed later decreased to 67 PS in the facelifted version. The sedan and five-door hatchback were assembled locally with CKD kits in Indonesia, while a small number of three-door hatchbacks were imported fully built-up from Japan. From 1992 there was also a “Marissa Haque Limited Edition” of the sedan with power steering, front fog lamps, body-coloured bumpers, a rear spoilers, and a number of stickers. The Esteem sedan was also available with a 92 PS carburetted 1.6-liter G16A 16-valve engine option after the facelift, sold as the Esteem GT. The hatchbacks were discontinued in 1994, followed by the sedan in 1996. In China, the Cultus was known as the Suzuki Lingyang and was built by Chang’an. Production started in 1999 and ended in early 2015. The only engine choice was the 1.3-liter G13BB engine mated to a 5-speed manual gearbox. The Lingyang was facelifted in 2007, 2010 and 2012. In Japan, the Cultus was gradually replaced by the slightly larger Cultus Crescent (Baleno or Esteem elsewhere) in 1995. However in May 1998, the hatchback was renamed to “Cultus M” as the Cultus Crescent dropped the “Crescent” suffix. It continued to be available as one of the cheapest non-kei car at that time. The hatchback was available until 2000, replaced by the Ignis based-Swift. The vehicle entered Pakistani market in 1989 with units imported from Japan, it was only available in sedan form as Swift Sedan and powered by a 1.0-liter engine producing 50 PS. In 1991, Pak Suzuki started local production for the domestic market and renamed to “Suzuki Margalla”. It gained a bigger 1.3-litre four-cylinder engine and paired with a 5-speed manual transmission. The production continued until 1998 when it was succeeded by Suzuki Baleno sedan. Almost two years later, the production returned in 2000 as a 5-door hatchback and marketed as Suzuki Cultus. It had a three-cylinder 1.0-liter engine from the imported 1989–1991 Swift Sedan. In 2002, factory fitted CNG-powered option was launched along with several improvements, followed by another changes in 2005. Major facelift occurred in 2007 with new fuel injected 1.0-liter four-cylinder engine, new bumpers and seat upholstery with broader head rests. It continued to be produced until late 2016, with sales ended on 1 February 2017.

TOYOTA

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

ULTIMA

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

VAUXHALL

The enhanced performance VF range sold by Holden Special Vehicles (HSV) was marketed in Australia as the Generation F (“Gen-F”) and it comprised the variants listed below. All body styles were exported to the United Kingdom where they were rebadged and sold as the Vauxhall VXR8 range. The ClubSport is the entry-level sedan in the HSV range, based on Commodore SS. It is powered by a 6.2-litre LS3 V8 engine, with power and torque figures of 425 hp and 550 Nm (410 lb/ft). The ClubSport R8 (based on SSV/Redline) variant has a more powerful engine 325 kW (with SV enhanced option an extra 20 hp of power and 20 Nm (15 lb/ft)) and minor visual changes compared to the standard ClubSport, including SV badges. The ClubSport R8 Tourer is the station wagon version. All ClubSport models feature 20-inch wheels and standard six-speed manual transmission or optional six-speed automatic. In November 2014, as part of the MY15 update, the power was increased to 436 bhp for the base ClubSport and 460 bhp for the R8. In July 2015, HSV launched the limited edition Clubsport R8 25th Anniversary to commemorate the nameplate. It did not benefit from any performance increases but only extra fitments that included forged alloy wheels and special badges and trims. Production totalled 108 units (eight of which for export to New Zealand). In 2016, R8 model was reintroduced with downtuned LSA supercharged V8, rated at 540 bhp. The Gen-F GTS features a 6,162 cc supercharged LSA V8 engine which provides 585 PS of power and 740 Nm (546 lb/ft) of torque. To assist with its cooling requirements, the GTS is fitted with a stacked plate engine oil cooler and a stand-alone water-to-air charge-air cooling system. Unique tail shafts cater for the higher torque loads and the rear differential helps transfer all of the power to ground. At the time of its release, the GTS was the most powerful car ever produced in Australia. Like the ClubSport, the GTS is available in both a six-speed manual and a six-speed automatic transmission and it also features 20-inch alloy wheels. Due to the increase in power the GTS has a larger brake package than the ClubSport, also for the sportier look a larger rear spoiler. The GTS is also equipped with generation 3 magnetic ride control or MRC. There are three modes for the MRC, tour, sport/performance and track. The GTS is equipped with a driver preference dial that has four modes to adjust the bi-model exhaust and MRC, these are Tour, Sport, Performance, Track. The Gen-F GTSR is the highest performance version of the HSV Gen-F, with a 6,162 cc supercharged LSA V8 engine which provides 591 PS of power and 740 Nm (546 lb/ft) of torque. Power is sent through a Tremec TR-6060 6-speed manual transmission or optional 6-speed automatic transmission with Active Select and paddle shifters. The GTSR features 6-piston AP Racing brakes with monoblock calipers and 410mm front rotors, quad exhaust outlets with dual diamond-shaped tips, and 8-way electrically adjustable HSV Podium front seats in Alcantara with diamond-quilted stitching. A limited production GTSR W1 was released to commemorate the end of production in 2017. The GTSR W1 was limited to 300 units, and is the most powerful vehicle ever made in Australia. It features a 6,162 cc supercharged LS9 V8 engine producing 644 PS of power and 815 Nm (601 lb/ft) of torque. The engine has titanium connecting rods and inlet valves, a dry sump oiling system, and a supercharger with twin four-lobe rotors pumping 2.3 litres of air per revolution. It was produced only with the Tremec TR-6060 (MH3 spec) 6-speed manual transmission. The GTSR W1 has 20″ SV Panorama forged alloy wheels finished in Matte Black with Pirelli P-Zero Trofeo R track tyres. It also has a SupaShock suspension system and forged 6-piston AP Racing monoblock calipers with 410mm rotors

VOLKSWAGEN

Making its customary appearance here was “Eeyore”, the name given by owner Beth Schofield to her very late model Type 2 VW. 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.

Among a number of performance VW models was this fifth generation Golf GTi.

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

AND FINALLY……

Dwarfing everything else was this very colourful DAF XF 105-460 truck. The DAF XF is a range of semi trucks produced since 1997 by DAF Trucks. The XF 105 won the International Truck of the Year 2007 award. The truck features a 10.8 or 12.9 litre (PACCAR MX 11 or 13) engine and ZF AS Tronic or ZF Traxon gearbox in both manual and automatic formats.

Even without the surprise of the various yellow cars, this was also going to be a very agreeable to spend a rather gloomy December Saturday morning, with an array of cars to look at and plenty of enthusiasts with whom to talk. It seems like a fitting finale to a very busy 2023 events season. There’s no real pause once the calendar says 2024, though, and the schedule for these popular QS events is already published. I look forward to meeting up again in early January.