The ever popular Queen Square Breakfast Club meets, the largest and longest established in Bristol and the South West, continue year around, switching venue for the winter months from East Wood Park to the Easter Compton farm shop site, which has the advantage of all parking being on hard standing and access to two large barns which provides covered parking and shelter from the worst that the weather that throw at attendees. Even when the weather is miserable, people still turn out, often bringing with them older cars that you might have thought would be tucked up for the winter, so whilst the proportion of modern sporting and enthusiast cars does increase, it is by no means going to look just look the car park at your supermarket. And even if it did, the atmosphere of the event is always particularly good natured with true enthusiasts here who are only too happy to talk about their car, cars they have owned, cars in general, or other things. So despite the fact that the event starts almost before the dark has gone (In January, at least) and that the mercury did not climb very far above zero for the first of the 2024 QS meets, I set off, eager to see what the event would bring. There was a great mix of inveterate attendees and familiar cars and ones I was not expecting to see at all, just as had been the case for the rather wetter December 2023 meet. Here is what caught my eye and my camera:

ABARTH

Having promoted the event on both the Abarth Bristol and the main Abarth Owners Club pages, I was hoping for a decent turnout. Sadly, only a few owners responded.

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

Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK  in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.

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

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

AC

Original Cobra cars are few and far between, but there have been countless replica and recreation as well as continuation cars and this is one of those. It is a Dax Tojeiro. Dax is one of the most recognised producers of replica Cobras. The company, based in North Weald, Essex, began building fibreglass mouldings for cars in 1968. In 1975 the AC Ace’s designer, John Tojeiro, became a director of the company and that’s when the Cobra replica became known as the Dax Tojeiro. Dax is still going, under the current stewardship of John Kox, who took control in 2017. The Tojeiro is still part of its catalogue, albeit it’s now called the Dax 427. The cars are built on a steel ladder frame chassis, and these days with bonded and riveted front and rear sections to add stiffness. The basic setup of the front and rear axles, suspension and brakes is based around donor items from the Jaguar XJ40, but with bespoke geometry, Spax adjustable coil overs, front anti-roll bar and steering rack.

ALFA ROMEO

Replacing the 147, the Alfa Romeo Giulietta (Type 940) is a five door hatchback positioned as a sporty and luxury car. Production started near the end of 2009 and the model was introduced at the March 2010 Geneva Motor Show. The Giulietta was placed second in the 2011 European Car of the Year awards. The platform used in the Fiat Group’s Compact, successor of the C-platform (base for Fiat Stilo, Fiat Bravo and Lancia Delta). Practically this was an all-new modular platform, only the central front part coming from the previous C-platform, but that part is modified also. Fiat Group used around 100 million euros to developing it. Mistakenly the journalists called the C-Evo platform, but Fiat never called on this name. It has a longer wheelbase, shorter overhangs and an advanced new type of MacPherson strut front suspension and multi-link rear suspension. Depending on the market and trim level, 16, 17, or 18-inch wheels are available. Available tire sizes are 205/55 R16, 225/45 R17, and 225/40 R18. The wheels use a 5-hole pattern with a 110 mm bolt circle. The length of the Giulietta is around 4.3 metres (14 ft). Only a five-door body is available for sale. In a viability plan forwarded to the US Government in February 2009, Chrysler (a partner of Alfa Romeo parent company Fiat) reported that the 147 replacement would come to market as the Milano and that it could be built in the USA. However, as of early 2010 Fiat was instead planning to concentrate on bringing larger models to the US, such as the Giulia. At the 2013 Frankfurt International Motor Show Alfa Romeo presented an updated Giulietta.  Trim changes include a new Uconnect infotainment system with 5″ or 6.5″ Radionav touchscreen, a new front grille, a chrome-plated frame for the fog lights, a new and more supportive seat design, new wheels (16, 17 and 18-inch), as well as new exterior colours: Moonlight Pearl, Anodizzato Blue and Bronze. A new diesel engine variant has also arrived, the two-litre JTDM 2, developing 150 PS (148 bhp) and 380 Nm (280 lb/ft). In the 2014 range, all engines comply with Euro 5+ (Euro 6-ready) emission standards. Debuting at 2016 Geneva Motor Show, New Giulietta with facelifted front resembling Giulia and with new updated brand logo and new lettering. Trim line up will be changed to Giulietta, Giulietta Super and Giulietta Veloce. New body colour, new rims designs. Previous Giulietta QV will now be changed into sporty Veloce trim available with 240 PS (237 bhp) engine and TCT transmission. Also debuting was a new 1.6 JTDm 120 PS (118 bhp) TCT diesel engine. For 2019, the Giulietta had updated engines, all Euro 6 D: a 1.4-litre 120 PS turbo petrol, a 1.6-litre 120 PS Multijet with manual or Alfa TCT automatic transmission, and a 2.0-litre 170 PS Multijet with Alfa TCT. The top of the range model was a version with 1,742 cc turbocharged TBi engine rated 235 PS (232 bhp), lowered ride height (15 mm (0.6 in) at the front and 10 mm (0.4 in) at the rear), 18-inch Spoke design alloy wheels with dark titanium finish and 225/40 R18 tyres plus 18-inch 5 hole design alloy wheels as an option; an enhanced braking system (330 mm (13.0 in) front, 278 mm (10.9 in) rear) with calipers painted Alfa red; dark tinted windows, sports kick plates, cloverleaf badges, leather and microfibre seats plus sports leather seats as an option; dark brushed aluminium dashboard. 1750 is an engine size which has its roots in Alfa Romeo’s history, with 1.75 L engines being used to power some of Alfa Romeo’s first cars. The UK version was originally marketed as the Giulietta Cloverleaf, then Quadrifoglio Verde through ’14-’15 before finally being renamed to the Veloce in 2016 until the end of production. At the 2014 Geneva Motor Show, Alfa Romeo introduced a new Quadrifoglio Verde, it has new 1,742 cc Turbo direct injection aluminium-block Inline-four engine now upgraded to 240 PS (237 bhp) at 5750 rpm and 340 Nm (251 lb/ft) at 2000 rpm of torque and Alfa TCT 6-speed twin dry clutch transmission borrowed from the Alfa Romeo 4C. With new engine the Giulietta’s flagship can exceed 240 km/h (149 mph) and accelerate from 0 to 100 km/h (62 mph) in only 6.0 seconds. This new facelifted version was premiered with a limited ‘Launch Edition’, recognizable by the black-finish on the sills all round. Available in new matt Grigio Magnesio Opaco along with Rosso Alfa and Rosso Competizione. Each car has its own numbered plaque. Around 700 units were made. Between 2010 and 2019, production reached over 400,000. In 2020, Alfa Romeo announced that they were going to axe the Giulietta and production ended on 22 December 2020 spanning 10 years of sales from a period of 2010 to 2020. In total 469,067 examples were produced until 2020.

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.

AUDI

The Audi R8, based on the Audi Le Mans quattro concept car (designed by Frank Lamberty and Julian Hoenig) first appeared at the 2003 International Geneva Motor Show and the 2003 Frankfurt International Motor Show. The R8 road car was officially launched at the Paris Auto Show on 30 September 2006. There was some confusion with the name, which the car shares with the 24 Hours of Le Mans winning R8 Le Mans Prototype (LMP). Initial models included the R8 4.2 FSI coupé (with a V8 engine) and R8 5.2 FSI coupé (with a V10 engine). Convertible models, called the Spyder by the manufacturer, were introduced in 2008, followed by the high-performance GT model introduced in 2011. The Motorsport variants of the R8 were also subsequently introduced from 2008 onwards. An all-electric version called the e-Tron started development but would only reach production stage when the second generation model would be introduced. 6-time 24 Hours of Le Mans winner Jacky Ickx described the R8 as “the best handling road car today” and the car was well received by everyone who drove it. The car received a facelift in 2012 and a new model called the V10 Plus was now added to the range. Production of the Type 42 ended in August 2015

The only other Audi of note was this example of the latest TT RS.

BENTLEY

Sole Bentley here was this examples of the Continental GTC.

BMW

The BMW E39 is the fourth generation of the BMW 5 Series range of executive cars, which was manufactured from 1995 to 2004. It was launched in the saloon body style, with the station wagon body style (marketed as “Touring”) introduced in 1996. The E39 was replaced by the E60 5 Series in 2003, however E39 Touring models remained in production until May 2004. The proportion of chassis components using aluminium significantly increased for the E39, and it was the first 5 Series to use aluminium for all major components in the front suspension or any in the rear. It was also the first 5 Series where a four-cylinder diesel engine was available. Rack and pinion steering was used for four- and six-cylinder models, the first time that a 5 Series has used this steering system in significant volumes. Unlike its E34 predecessor and E60 successor, the E39 was not available with all-wheel drive. The high performance E39 M5 saloon was introduced in 1998, powered by a 4.9 L DOHC V8 engine. It was the first M5 model to be powered by a V8 engine. Development for the E34’s successor began in 1993, and ended in 1995. The final design by Joji Nagashima was selected in June 1992 and later frozen for production under new design chief Chris Bangle. With design selection in 1992, the series development phase began and took 39 months until start of production. The domestic German design patent was filed on 20 April 1994, with an E39 prototype. Pre-production cars rolled off the pilot line from February 1995 starting with 523i and 528i models. This was followed by the 520i in March 1995, 525td/tds and 540i in April 1995 and 535i in October 1995. In May 1995 BMW published the first official photos of the E39. The E39 premiered in September 1995 at the Frankfurt Motor Show. Dealer demonstrator cars became available from September 1995 in continental Europe, commencing full scale production. In December 1995 sales of saloon models began on the European mainland. Production of wagon/estate models began in November 1996. The E39 was one of the first vehicles (alongside the E38 7 Series) to have curtain airbags, which protect the occupants’ heads in a side impact. Standard equipment on the launch models included dual front and side airbags, pretensioners and load limiters for the front seatbelts, anti-lock brakes, traction control, power steering, and air conditioning. Satellite navigation was also available, initially using maps on CD-ROMs, then moving to DVD maps in 2002. Several models were available in Sports or Executive trim levels. Special options available options on wagon models were either a roller blind or extending boot cover with patrician net for the rear boot area, roller sun visors for rear and side windows. A “latent heat accumulator” was available as an option up until September 1999. The accumulator stores engine heat by converting a salt from solid to liquid form (phase transition). The insulated tank can store heat for several days. The next time the vehicle is started, this heat is automatically used to reduce exhaust emissions (by heating the engine up to operating temperature quicker), for cabin heating and window defrosting. Separate to the latent heat accumulator is the Residual Heat function (activated by a button labelled “REST”), which allows the demister and cabin heater to use the heat of an engine that has recently been turned off (using an electric pump to push hot coolant through the heater core).  At launch, the petrol engines consisted of the BMW M52 straight-6 engines and the BMW M62 V8 engines. In late 1998, the “technical update” (TÜ) versions of these engines were introduced, introducing double VANOS to the M52 and single VANOS to the M62, primarily to increase torque at low rpm. For the facelift of the model range in the year 2000, the M52 was replaced by the BMW M54 straight-6 engine and the version used in the 530i model topped the Ward’s 10 Best Engines list in 2002 and 2003. The post-facelift V8 models (535i and 540i) continued to use the M62TÜ engine.

Also here was the Z4. This has been offered in three different generations, of which this is the first, consisting of the BMW E85 (roadster version) and BMW E86 (coupe version) sports cars. The E85/E86 generation was produced from 2002 to 2008. The E85/E86 replaced the Z3 and is the third model in the BMW Z Series. Initial models were in the roadster (E85) body style, with the coupé (E86) body style being added in 2006. As per the Z3, the E85/E86 was manufactured solely in Greer, South Carolina. The E85 was designed by Danish BMW-designer Anders Warming from mid-1998 to the summer of 1999. The coupe models were designed by Tomasz Sycha. The E85 designs were frozen on March 1, 2000. The Z4 was introduced at the Paris Motor Show in 2002, and North American models went on sale in November of the same year (as the 2003 model year). European sales began in March 2003. The Z4 Roadster was launched in 2002 with the 2.5i and 3.0i six-cylinder models. Transmission choices were a five-speed manual, six-speed manual, five-speed automatic and a six-speed SMG-II automated manual transmission. A four-cylinder model, the Z4 2.0i Roadster, was introduced for the European market in May 2005. The drag coefficient is maximum of Cd=0.35. BMW unveiled a concept coupé version of the Z4 at the 2005 Frankfurt Motor Show The design of the Z4 and Z4 coupé has variously been ascribed to Anders Warming, Chris Bangle, the controversial former BMW Head of Design, and Adrian van Hooydonk, former BMW chief designer, and BMW designer Tomasz Sycha. The design was approved in Summer of 2004 and frozen in December 2004. The company announced in 2005 that the two-door coupé would be available for production including the return of the M Coupé. The production car was introduced at the New York Auto Show in April 2006 and was available for sale in late May 2006. Thanks to its hatch design, the Z4 Coupé offers 10.1 cu ft (0.29 m3) of trunk space, compared with 8.5 cu ft (0.24 m3) for the roadster. The Coupe’s fixed roof increases torsional rigidity, resulting in a stiffness of 32,000 N⋅m (24,000 lb⋅ft) per degree of body twist on the coupe (compared to 14,500 N⋅m (10,700 lb⋅ft) per degree on the roadster), which improves turn-in and overall handling response. The roof has a “double-bubble” contour which serves as an aerodynamic aid and offers more headroom than the roadster with the soft top closed. The Coupé has a sleek fastback rear window that slopes down to an integrated spoiler which is shaped to deliver downforce to the rear axle at high-speed. The model range for the Coupé was more limited than the roadster, and consisted of the six-cylinder 3.0si and Z4 M model only. Transmission choices were a 6-speed manual and a 6-speed automatic with shift paddles mounted on the steering column. In February 2009, the BMW Z4 (E89) began production as the successor to the E85/E86.

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.

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

Final BMW of note was an example of the latest – and still somewhat controversial looking – M3.

CATERHAM

The Caterham story is one of continual development, a four decade process of honing Colin Chapman’s original design, which is now 60 years old. Since 1973, when Graham Nearn’s Caterham cars took over the rights and manufacture of the fly-weight sportscars, it’s grown more power, better engines, more sophistication in both suspension and powertrains, as well – in some cases – as more space inside and certainly more creature comforts, all while preserving the original character. Caterham completed 42 of the heavier and not that well thought of Series 4 cars before deciding to concentrate on the classic Series 3 design, with a simple space frame chassis clothed in aluminium and glassfibre. At the time of the S3, the power unit was from Ford, with the Crossflow unit developing 84 bhp in GT form with a twin choke carburettor, though twin Webers were never far away. Sevens had started out with Ford side valve power, before the 948cc BMC A Series unit found its way into the car, followed by Ford’s new 1340cc and 1498cc engines, before the head redesign put the intake and the exhaust on opposite sides. When Ford discontinued the Kent engine in 1976, it caused something of a difficulty for Caterham, as this also meant the end of the Twin Cam and the BDR engines, of which Caterham had bought 500 in preceding years, and whilst the final pushrod engines came from South Africa, eventually the supply ran out and a new supplier was needed. At first the firm turned to Vauxhall’s 2 litre unit for the higher powered cars but when the found out that Rover were developing a new and sophisticated twin cam engine, which turned out to be the K Series unit, a deal was struck and the first K Series engined Caterhams appeared in 1991, once the multi-point injection version was available (the single point would have required a bonnet bulge which Caterham did not want). To get round the relative lack of torque, Caterham developed their own close ratio 6 speed gearbox which was lighter than the Ford unit they had been using, and which could cope with larger capacity and more powerful K Series units as Rover made them available. Caterham continued to develop the car throughout the 90s, starting to make their own steering racks among other changes. By the time the K Series and the 240 bhp Vauxhall engines in the HPC car came along, the interior had become plusher with a long cockpit option and a wider variant, the SV. There were now proper bucket seats instead of those with a plywood backrest and in 1996 the handbrake moved from under the dash to the transmission tunnel. This required extra tubing in the chassis, which made it 80% stiffer. The front suspension had gained a proper top wishbone and separate anti-roll bar, but the biggest change came with the adoption of de Dion rear suspension. The move was occasioned by a need to keep the rear wheels linked and parallel to each other, yet still as simple as possible, though the engineers harboured a desire for a fully independent rear end, which finally came about with the CSR version in 2004. This change improved the ride massively on bumpy roads and makes the car feel more planted. The collapse of Rover in 2005 meant the end for the K Series, so there was a switch back to Ford power, using the Sigma engine, which happily fits under the bonnet – something that few modern engines do as they are now often simply too tall. Adding more power is a law of diminishing returns with a Caterham, thanks to the aerodynamics, though there are now an array of different power outputs offered, but the most recent change was a new entry level model, which uses a 660cc Suzuki turbo triple, with a live axle and a similar power to weight ratio to the classic single carb Ford powered models of 30 years ago. However, these days you can get carpets, leather seats and full weather gear if you upgrade to an S pack. Caterham plan to continue to develop the car for as long as they can. To date they have built around 16,000 examples, and it is said that were you to gather 100 models together, you would not find two the same, even though, colour apart, many cars look very similar at a quick glance.

CITROEN

The Citroën C4 is a car produced by Citroën, part of Stellantis. It was positioned to be the successor to the Citroën Xsara. The first generation production started in September 2004. For its first two generations, the C4 was a compact car/small family car, but it has been redesigned as a subcompact crossover SUV for its third generation. To cope with the market, Citroën was dedicated and committed to building a new model that would appeal to many customers. At the Geneva Motor Show in 2004, a concept from the Citroën line’s definitive made-bodied coupé revealed the willingness of the French company to employ it in competition. The car was finally unveiled at the 2004 Paris Motor Show, after being officially launched to retail on September 2, 2004. However, that version was a more domesticated hatchback coupé or five-door. The C4’s design was created by a team that included Donato Coco, Jean Pierre Ploué and Bertrand Rapatel. Building on the floor of its cousin, the Peugeot 307, the C4 was immediately made available in two body variants: five-door hatchback and three-door coupé. The front is common to both versions, with the grille formed from virtual extensions of the central crest. The saloon is much more rounded and features softer shapes, so they can boast a Cd of just 0.28, while the coupe is more angular, with a rear split into two parts, including lights. The rear window of the coupé is reminiscent of the older Honda CR-X from the early 1990s, as well as the last three-door Mazda 323C. These two versions of the C4 Picasso are more detached, taking over the grille of the saloon and coupe, but the cut of the headlamps are different, aesthetically combining corners and curves. The rear lights incorporate the design as in those of the saloon but were adapted to the different shape of the body. Internally, the dashboard features a central instrument panel that centralizes all heating and cooling controls, audio, and a satellite navigation screen. The instrument panel contains digital and analog displays of the speedometer, petrol levels, and other gauges. Lighting can be customized to change colour from white to blue. The revolution, however, is placed in canonical position, behind the wheel. The latter is multifunctional and characterized by having a fixed hub. The cabin is equipped with numerous storage compartments and the luggage compartment is regular in shape, with a capacity of 352 liters, increasing to 1,200 after lowering the rear seat backrest. The load threshold is quite high, hitting loads of heavy objects. There are laminated side windows and exterior mirrors, with a casing specially designed to prevent wind noise and improve the comfort inside. The saloon version is manufactured in Argentina, where it is sold alongside the five-door and the imported three-door version. The C4 Saloon is exported from there to Brazil and Hungary as the C4 Pallas and to Spain, Turkey, and Greece as the C4 Sedan. A longer four-door saloon version with a different rear end is also built and sold in China as the Citroën C-Triomphe. A panel van based on the coupé bodyshell is available in some markets, including Ireland. A major selling point of the C4 was its extensive use of technology. For example, the car features the “lane departure warning system” (only in the top-of-the-range “exclusive” model), which alerts the driver if he or she crosses a road marking without using the turn signals; directional headlights; perfume dispenser integrated into the ventilation system; translucent dashboard; transparent glass roof; electronic stability program (ESP), and a fixed steering wheel hub, which lets the driver operate several functions of the car without removing their hands from the wheel. The fixed hub also allows for the first production use of a “shaped” driver airbag. Because the hub maintains a constant position, the airbag can be optimally shaped to spread the load across the greatest possible area of the driver’s body in a collision, thus reducing the chances of serious injury. In addition, the car features an innovative centrally mounted translucent LCD speedometer display that remains clearly visible in all lighting conditions. The car’s in-car entertainment, integrated into the car’s information system via VAN bus, is not Digital audio broadcasting (DAB) ready. MP3 playback is supported by the entry level audio system and high-end audio, with double-layer sound-insulated windows and integrated navigation system available as extras. In September 2007, a USB box accessory was released to enable full iPod connectivity with the standard RD4 radio. The C4 does not feature Citroën’s Hydractive suspension, which is reserved for higher class models, such as the C5 and C6. The Picasso version can feature a pneumatic rear suspension. The C4 breaks with the past on other fronts, in particular by removing the rear autodirezionale solution, used up to that time on the Xsara and ZX. The suspension is the usual type MacPherson strut front suspension with coil springs, while the rear has interconnected wheels with torsion beam and torsion bars. The braking system includes ventilated discs on the front, and rear solid discs with ABS and ESP (not standard versions with basic fittings). The steering is rack and pinion with electro-hydraulic power steering. At the 2008 Moscow International Automobile Salon, Citroën presented a facelifted Citroën C4. Both hatchback and coupé were subject to a slight cosmetic makeover that involved the front end, which now sported a “mouth” and larger trapezoid shape. The grille was redesigned, making it slightly curved. There were also minor updates at the back. The redesign led to a slight lengthening of the car body, and was the occasion for more news: from the mechanical point of view was the arrival of the 1.6 Prince, with variable valve timing and aspiration, and turbocharged and direct injection, already mounted on the Peugeot 207 and 308, as well as the Mini. Ride comfort was improved, and the more simplified saloon and the coupe were offered for the same price. In addition, the diesel versions were available with Airdream pack, which allowed for slightly reduced emissions and consumption.

DODGE

The second generation of the Viper, codenamed “SR II” was introduced in 1996. The exposed side exhaust pipes on the roadster were relocated to a single muffler at the rear exiting via two large central tailpipes during the middle of the model year, which reduced back pressure, and therefore increased the power to 415 bhp. Torque would also increase by 23 lb/ft (31 Nm) to 488 lb/ft (662 Nm). A removable hardtop was now available along with a sliding glass window. Some steel suspension components were replaced by aluminium, resulting in a 60 lb (27 kg) weight reduction. Later in the 1996 model year, Dodge introduced the Viper GTS, a new coupé version of the Viper RT/10. Dubbed the “double bubble”, the roof featured slightly raised sections that looked like bubbles to accommodate the usage of helmets and taking design cues from the Shelby Daytona designed by Pete Brock. More than 90% of the GTS was new in comparison to the RT/10 despite similar looks. The GTS would come with the same 7,990 cc V10 engine but power would be increased to 450 bhp at 5,200 rpm and 664 Nm (490 lb/ft) of torque at 3,700 rpm. The 1996 GTS would be the first Viper to be equipped with airbags and also included air conditioning, power windows and power door locks as standard equipment. The Viper GTS would be chosen as the pace car for the 1996 Indianapolis 500. Minor updates would continue in 1997 and 1998. In 1997, the RT/10 would receive a power increase to 450 hp along with air-bags and power windows. In 1998, both of the versions of the Viper were equipped with second-generation air bags, revised exhaust manifolds (saving 24 lb (11 kg) over the previous cast iron components) along with a revised camshaft. In 2000, the Dodge Viper was updated to lighter hypereutectic pistons and received factory frame improvements. While the hypereutectic pistons provided less expansion, the forged pistons were preferred by customers for the supercharged and turbocharged aftermarket packages. TSB (Technical Service Bulletin) recalls (998 and 999) were done at local dealerships to repair the 1996 to 1999 Viper frames by adding gussets with rivets near the steering box. 2001 saw the addition of anti-lock braking system. Colours would vary throughout the second generation. Dodge would offer three or four colours per model year. Some colours such as steel gray were only offered for one model year (MY2000) while other colours such as red were offered during the entire second generation. Interior colours and wheel options would also vary throughout the second generation. The cobalt blue colour of the Dodge Viper GTS seen in the Viper (TV series) was exclusively available to the series. Stripes would be an option beginning in 1996. The GTS stripes were larger, fuller stripes than the stripes offered on the 96 RT/10. The GTS had twin stripes (8 inches wide with a 4-inch gap in between) that ran from the front bumper all the way through the rear bumper. 1996 was the only model year in which the stripes would run through the rear license plate area. Stripes on later models would run from front to rear but did not run through the rear license plate area. The RT/10 was replaced by the SRT-10 roadster in 2003, and the GTS was replaced in 2006 by the SRT-10 coupé.

FERRARI

Launched in May 1994 as an evolution of the Ferrari 348, just about everything was changed, and improved for the F355, seen here in Berlinetta and Targa formats.  Design emphasis for the F355 was placed on significantly improved performance, but driveability across a wider range of speeds and in different environments such as low-speed city traffic was also addressed, as the Honda NS-X had proved that you could make a supercar that could be lived with every day. Apart from the displacement increase from 3.4 to 3.5 litres, the major difference between the V8 engine in the 348 and F355 was the introduction of a 5-valve cylinder head. This new head design allowed for better intake permeability and resulted in an engine that was considerably more powerful, producing 375 hp. The longitudinal 90° V8 engine was bored 2mm over the 348’s engine, resulting in the small increase in displacement. The F355 had a Motronic system controlling the electronic fuel injection and ignition systems, with a single spark plug per cylinder, resulting in an unusual 5 valves per cylinder configuration. This was reflected in the name, which did not follow the formula from the previous decades of engine capacity in litres followed by number of cylinders such as the 246 = 2.4 litres and 6 cylinders and the 308 of 3.0 litres and  8 cylinders. For the F355, Ferrari used engine capacity followed by the number of valves per cylinder (355 = 3.5 litres engine capacity and 5 valves per cylinder) to bring the performance advances introduced by a 5 valve per cylinder configuration into the forefront. 5. The frame was a steel monocoque with tubular steel rear sub-frame with front and rear suspensions using independent, unequal-length wishbones, coil springs over gas-filled telescopic shock absorbers with electronic control servos and anti-roll bars. The car allows selection between two damper settings, “Comfort” and “Sport”. Ferrari fitted all road-going F355 models with Pirelli tires, size 225/40ZR 18 in front and 265/40 ZR 18 in the rear. Although the F355 was equipped with power-assisted steering (intended to improve low-speed driveability relative to the outgoing 348), this could optionally be replaced with a manual steering rack setup by special order. Aerodynamic designs for the car included over 1,300 hours of wind tunnel analysis. The car incorporates a Nolder profile on the upper portion of the tail, and a fairing on the underbody that generates downforce when the car is at speed. These changes not only made the car faster but also much better to drive, restoring Ferrari to the top of the tree among its rivals. At launch, two models were available: the coupe Berlinetta and the targa topped GTS, which was identical to the Berlinetta apart from the fact that the removable “targa-style” hard top roof could be stored behind the seats. The F355 would prove to be last in the series of mid-engined Ferraris with the Flying Buttress rear window, a lineage going back to the 1965 Dino 206 GT, unveiled at the Paris Auto Show. The Spider (convertible) version came later in the year. In 1997 the Formula One style paddle gear shift electrohydraulic manual transmission was introduced with the Ferrari 355 F1 adding £6,000 to the dealer asking price. This system promised faster gearchanges and allowed the driver to keep both hands on the steering wheel, It proved to be very popular and was the beginning of the end for the manual-transmission Ferrari.  Ferrari produced 4,871 road-going Berlinetta models, of which 3,829 were 6-speed and 1,042 were F1 transmissions. The Spider proved to be the second-most popular F355 model, with a total production of 3,717 units, of which 2,664 were produced with the 6-speed transmission and another 1,053 produced with the F1 transmission.  A total of 2,577 GTS models were produced, with 2,048 delivered with the 6-speed transmission and another 529 with the F1 transmission. This was the last GTS targa style model produced by Ferrari. This made a total production run of 11,273 units making the F355 the most-produced Ferrari at the time, though this sales record would be surpassed by the next generation 360 and later, the F430.

It was with the 360 Modena that sales of Ferrari models really took off, with unprecedented volumes of the car being sold. The 360 Modena was launched in 1999,  named after the town of Modena, the birthplace of Enzo Ferrari. A major innovation in this all new model came from Ferrari’s partnership with Alcoa which resulted in an entirely new all-aluminium space-frame chassis that was 40% stiffer than the F355 which had utilised steel. The design was 28% lighter despite a 10% increase in overall dimensions. Along with a lightweight frame the new Pininfarina body styling deviated from traditions of the previous decade’s sharp angles and flip-up headlights. The new V8 engine, common to all versions, was of 3.6 litre capacity with a flat plane crankshaft, titanium connecting rods and generates 400 bhp  Despite what looks like on paper modest gains in reality the power to weight ratio was significantly improved on over the F355, this was due to the combination of both a lighter car and more power. The 0 to 100 km/h acceleration performance improved from 4.6 to 4.3 seconds. The first model to be rolled out was the 360 Modena, available as a manual, or an F1 electrohydraulic manual. Next up was an open car. The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium construction throughout, the Spider weighs in only 60 kg heavier than the coupé. As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass cover. The engine — confined in space by the convertible’s top’s storage area — acquires additional air supply through especially large side grills. The intake manifolds were moved toward the centre of the engine between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Modena. In terms of performance, the 0-60 mph time was slightly slower at 4.4 seconds due to the slight weight increase, and the top speed was reduced from 189 to 180 mph. Despite the car’s mid-mounted V8 engine, the electrically operated top is able to stow into the compartment when not in use. The convertible top was available in black, blue, grey and beige. The transformation from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. The interior of the Spider is identical to that of the coupé.

An all new design, the 458 Italia was first officially unveiled at the 2009 Frankfurt Motor Show. Once more, Ferrari advised that the model incorporated technologies developed from the company’s experience in Formula 1. The body computer system was developed by Magneti Marelli Automotive Lighting. The 458 came with a 4,499 cc V8 engine of the “Ferrari/Maserati” F136 engine family, producing 570 PS ( 562 hp) at 9,000 rpm and 540 N·m (398 lb/ft) at 6,000 rpm with 80% torque available at 3,250 rpm. The engine featured direct fuel injection, a first for Ferrari mid-engine setups in its road cars. The only transmission available was a dual-clutch 7-speed Getrag gearbox, in a different state of tune shared with the Mercedes-Benz SLS AMG. There was no traditional manual option, making this the fourth road-car after the Enzo, Challenge Stradale and 430 Scuderia not to be offered with Ferrari’s classic gated manual. The car’s suspension featured double wishbones at the front and a multi-link setup at the rear, coupled with E-Diff and F1-Trac traction control systems, designed to improve the car’s cornering and longitudinal acceleration by 32% when compared with its predecessors.The brakes included a prefill function whereby the pistons in the calipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS and standard Carbon Ceramic brakes caused a reduction in stopping distance from 100–0 km/h (62-0 mph) to 32.5 metres. Ferrari’s official 0–100 km/h (62 mph) acceleration time was quoted as 2.9–3.0 seconds with a top speed of 340 km/h (210 mph). In keeping with Ferrari tradition the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director. The interior design of Ferrari 458 Italia was designed by Bertrand Rapatel, a French automobile designer. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg (309 lb) at 200 km/h. In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car’s interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher; in a layout common to racing cars, the new steering wheel incorporates many controls normally located on the dashboard or on stalks, such as turning signals or high beams. At launch the car was widely praised as being pretty much near perfect in every regard. It did lack a fresh air version, though, but that was addressed with the launch of the 458 Spider at the 2011 Frankfurt Motor Show. This convertible variant of the 458 Italia featured an aluminium retractable hardtop which, according to Ferrari, weighs 25 kilograms (55 lb) less than a soft roof such as the one found on the Ferrari F430 Spider, and can be opened in 14 seconds The engine cover was redesigned to accommodate the retractable roof system. It had the same 0–100 km/h time as the hard-top but a lower top speed of 199 mph. It quickly became the better seller of the two versions.

FIAT

The Fiat 124 Spider (Type 348) is a front-engine, rear-drive, two-passenger roadster manufactured by Mazda for FCA, having debuted at the 2015 LA Auto Show for model year 2016. Largely based on the fourth generation Mazda MX-5 Miata roadster, and manufactured alongside the MX-5 at Mazda’s Hiroshima plant, the 124 shares its platform, mechanicals, interior and top mechanism with the MX-5 — it is distinguished by an FCA engineered and manufactured turbocharged Multiair engine, uniquely tuned shock absorbers, unique exterior styling and slightly increased length and cargo capacity over the MX-5. In May 2012, Mazda and Alfa Romeo — at the time a subsidiary of the Fiat Group, now Stellantis — announced a joint venture to manufacture a common rear wheel drive platform. The companies would “develop two differentiated, distinctly styled, iconic and brand specific, lightweight roadsters featuring rear wheel drive”, with the two variants offering proprietary engines unique to each brand. In December 2014, FCA’s Sergio Marchionne determined Alfa Romeos would be manufactured only in Italy, saying “some things belong to a place. Alfa belongs to Italy,” adding “I remain committed to that architecture, with our powertrain. I’m not sure it will be with Alfa. But it will be with one of our brands.” At the time, Alfa Romeos were manufactured only in Italy, while Fiats were manufactured in Italy, but also globally — from Tychy, Poland, to Toluca, Mexico. With their prior agreement in place — for FCA to market a roadster based on the MX-5 to be manufactured by Mazda at its Hiroshima factory — FCA conceived of marketing a Fiat badged variant in lieu of the Alfa Romeo variant. In August 2016, FCA formally announced the Fiat 124 Spider based on the Mazda ND platform. In December 2016, the Detroit News said “in partnering with Mazda’s MX-5 Miata to resurrect the classic Fiat 124 Spider, Fiat Chrysler not only gained a halo sports car for its struggling Italian brand, but likely saved the most celebrated small sports car of the past 25 years (the MX-5)” — citing the markedly increased cost of developing a new car at the time and “the costliest wave of government regulation since the 1970s.” The 124 Spider was powered by Fiat’s 1.4 litre MultiAir turbocharged inline-four, producing 140 PS (138 bhp) and 240 Nm (177 lb/ft) of torque in European specification—and 160 bhp and 184 lb/ft (249 Nm) of torque in North American specification. The 124 manual transmission is from the third generation MX-5’s six speed transmission to cope with the turbo’s torque. Multiair is a hydraulically actuated variable valve timing (VVT) engine technology enabling “cylinder by cylinder, stroke by stroke” control of intake air directly via a gasoline engine’s inlet valves. Developed by Fiat Powertrain Technologies, the technology bypasses a primary engine inefficiency: pumping losses caused by restriction of the intake passage by the throttle plate, used to regulate air feeding the cylinders. At the 124’s debut, Fiat marketed a 124 Spider Anniversary edition, with 124 units carrying the designation—to commemorate the 50th anniversary of original 124 Sport Spider. Including features of the 124 Spider Lusso Plus trim, the edition also includes chromed mirrors, red ‘124’ badge on the front grille, interior numbered plaque, red exterior and black leather interior. In January 2019, FCA announced the Fiat 124 Spider was to be withdrawn from the market in the United Kingdom with immediate effect. The Abarth 124 Spider continued to be sold, but this too was withdrawn from the UK market in April 2019. On December 23, 2020, Stellantis announced the 124 Spider and 500 were to be withdrawn from their North American model lineup after the 2020 model year and would not return for 2021, as is the situation with 500L. These models were expected to sell into 2021 until stock depletion.

FORD

Sporting Escorts appeared only a matter of months after the launch of the regular 1100 and 1300cc cars. The first of these was a higher performance version designed for rallies and racing, the Escort Twin Cam. Built for Group 2 international rallying, it had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5 L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,557 cc. This engine had originally been developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 production began. The most famous edition of the Twin Cam was raced on behalf of Ford by Alan Mann Racing in the British Saloon Car Championship in 1968 and 1969, sporting a full Formula 2 Ford FVC 16-valve engine producing over 200 hp. The Escort, driven by Australian driver Frank Gardner went on to comfortably win the 1968 championship. The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time with arguably the Escort’s greatest victory in the 1970 London to Mexico World Cup Rally, co-driven by Finnish legend Hannu Mikkola and Swedish co-driver Gunnar Palm. This gave rise to the Escort Mexico, which had a 1600cc “crossflow”-engined, as a special edition road version in honour of the rally car. Introduced in November 1970, 10,352 Mexico Mark I’s were built. In addition to the Mexico, the RS1600 was developed with a 1,601 cc Cosworth BDA which used a Crossflow block with a 16-valve Cosworth cylinder head, named for “Belt Drive A Series”. Both the Mexico and RS1600 were built at Ford’s Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells utilising seam welding in places of spot welding, making them more suitable for competition. After updating the factory team cars with a larger 1701 cc Cosworth BDB engine in 1972 and then with fuel injected BDC, Ford also produced, in the autumn of 1973, an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0 litre Pinto OHC engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.

The first-generation Bantam was introduced in South Africa in 1983. It was intended to compete for market share that was, at the time, almost entirely monopolised by Nissan’s B140 1400 Bakkie (which had been derived from the B110 sedan), with the remainder accounted for by the recently released Volkswagen Caddy. The Bantam (named after a breed of fowl known for its small size and courageous, defiant nature) was based on the Mark III Ford Escort. It featured a South African-developed load box, tailgate, rear lights, rear quarter windows and leaf-sprung, dead-axle rear suspension. Like the Escort on which it was based, the Bantam was initially available with 1,296 cc and 1,598 cc carburettor-fed versions of Ford’s compound valve-angle hemi (CVH) engine. Faced with criticism from the South African market regarding noise, vibration, harshness and unreasonably high fuel consumption, Ford South Africa opted to discontinue CVH engine installation. Subsequently, South African Escorts and Bantams were fitted with crossflow variants of the technically obsolete Kent engine. The Bantam was initially produced at the Ford plant in Struandale, Port Elizabeth. Upon Ford’s apartheid-era divestment from South Africa, Bantam production was relocated to the Samcor plant in Silverton, Pretoria. The exterior tailgate panels on pre-divestment Bantams and Rustlers have ‘Ford’ or ‘Mazda’ script pressed into them, while post-divestment vehicles have ‘MMI’ script. Within the South African market, the Bantam was also available as the Mazda Rustler. In 1990, the Escort-derived Bantam was replaced with a Mazda 323-derived model

The Ford and Mazda design teams merged once again to give the Ford Probe a complete redesign for the 1993 model year. As before, the Probe was to share its under-structure with Mazda’s MX-6 and 626. Mazda engineered the engine, transmission, and chassis, while Ford engineered the body and interior. Technically, the second generation Probe is 60% Mazda and 40% Ford. Despite the car being extended 2 inches and widened 4 inches, it was 125 pounds lighter than the first generation Probe. The second generation Probe was introduced in August 1992 as a 1993 model. As first planned during 1992, it finally went on sale in Europe in the spring of 1994, filling the gap left there by Ford in that market sector since the demise of the Capri seven years earlier. The Capri had regularly been one of Britain’s 10 best selling cars throughout the 1970s, but its popularity declined in the early 1980s as Ford launched high performance versions of the Fiesta, Escort and Sierra hatchbacks. Such was the falling demand for this type of car that by 1986, when the end of Capri production was announced, Ford decided against launching a direct replacement. The second-generation Probe was designed by a team led by Mimi Vandermolen, who led the interior design of the 1986 Ford Taurus. In 1987, Vandermolen became the first female designer to be the design executive of small cars for an automobile manufacturer, and Vandermolen designed the Probe to improve the driving experience for women, stating “If I can solve all the problems inherent in operating a vehicle for a woman, that’ll make it that much easier for a man to use.” However, the late 1980s and early 1990s saw the sales of affordable sports cars recover, first with a rising demand for Japanese built models like the Honda Prelude, Nissan Silvia, Mitsubishi Eclipse, and Toyota Celica, and then with the Volkswagen Corrado and the Vauxhall/Opel Calibra from Ford’s direct competitor General Motors. By 1992, Ford had decided that there was now justifiable demand in Europe for a new affordable sports coupe to be launched. Ford had been hoping to sell around 20,000 Probes each year in Britain as the car market recovered from the effects of the recession from 1992, but in the three years it was sold there, a total of just over 15,000 were sold – around a quarter of the projected figure for that length of time. Imports ceased during 1997, and its Cougar successor – launched a year later – was even less successful, being imported to Europe for just two years. By February 2016, just 718 examples of the Probe were still in use in Britain.

GILBERN

This is a Gilbern GT, the first car produced by the long-extinct  Welsh maker. A 2+2 two-door coupé, the GT was made between 1959 and 1967. The GT Mk 1 was initially available with either 948 cc BMC A-Series engine with an optional Shorrocks supercharger or Coventry Climax 1098 cc engines. The chassis was fabricated from square steel tubing and the front suspension was initially from the Austin A35. The body was a one-piece moulding. Although usually supplied in kit form, the body was provided fully trimmed and painted leaving the purchaser to only complete the mechanical items. Later versions came with a B-series 1500 or 1600 cc MGA or 1800 cc MGB engine and coil-sprung BMC rear axle. With the coming of the larger engine, the car was renamed the GT1800. 280 cars were made before it was replaced by the better known Genie. Survival rates of all Gilberns is very high, but even so you don’t see the GT that often

HONDA

In September 2012, there were rumours about the confirmation of the next-generation of the Honda Civic Type R at the Paris Motor Show. A preview took place at the Geneva Motor Show in March 2014. In January 2015, Honda announced that the production-ready model of the fourth generation of the Civic Type R (called the FK2) would debut at the 85th Geneva Motor Show held in March alongside the European debut of the NSX. It is the first factory turbocharged Civic Type R. The FK2 Civic Type R is powered by the K20C1 Direct Fuel Injection 1,996 cc turbocharged Inline-four engine with Earth Dreams Technology, having a power output of 310 PS (306 bhp) at 6,500 rpm and maximum torque of 400 Nm (295 lb/ft) at 2,500–4,500 rpm. The engine is mated to a 6-speed manual transmission with a factory equipped plate-style limited-slip differential. Honda claimed that the Type R can accelerate from 0–100 km/h (62 mph) in 5.7 seconds. The engine is manufactured at Honda’s Anna Engine Plant in Ohio before being exported to the UK. Introduced at the 2016 Tokyo Auto Salon, the Mugen Civic Type R is an aerodynamic package for the Civic Type R. The package includes an adjustable front lip spoiler, front canards, side skirts and a rear diffuser. The rear wing has been replaced with a GT style fixed rear wing. These elements are made from carbon fibre, a carbon fibre hood was also included as an option. There were no changes made to the drivetrain although a new exhaust system having a single exhaust pipe instead of the quad was fitted. The Black Edition marked the end of the production of the FK2 Civic Type R. Based on the GT Trim Type R, notable features include black exterior paint with red accents, black interior with red stitching and red brake calipers. Production was limited to 100 units in UK. In other countries of Europe a White Edition was also released, still based on the GT Trim Type R, similar to the Black Edition but with white accents. The British were able to purchase the FK2 as of July 2015 with price tags of GBP 29,995 for the base Type R model and £32,295 for the Type R GT model. Although they both were priced differently, differences are limited to additional equipment and amenities. Key specifications related to power figures remain the same for both variants

JAGUAR

Successor to the E Type was the XJ-S, launched in September 1975, and to a not universally approving public. This was a very different sort of sporting Jaguar, more boulevard cruiser than sports car, even though the car had plenty of appeal with its smooth V12 engine which gave it genuine 150 mph performance. Press reports were favourable, but a thirsty V12 and a car with inconsistent build quality and styling that not everyone warmed to meant that sales were slow, and they got slower as the decade passed, leading questions to be asked as to whether the car should continue. As well as sorting the saloon models, Jaguar’s Chairman, John Egan, put in place a program to improve the XJ-S as well, which also benefitted from the HE engine in early 1981. A Cabrio model and the option of the new 3.6 litre 6 cylinder engine from 1984 widened the sales appeal, and the volumes of cars being bought started to go up. A fully open Convertible, launched in 1988 was the model many had been waiting for, and by this time, although the design was over 10 years old, it was now brimming with appeal to many. 1991 saw an extensive facelift which changed the styling details as well as incorporating the latest mechanical changes from the Jaguar parts bin, making the XJS (the hyphen had been dropped from the name in 1990) a truly desirable car. Seen here were both pre- and post-facelift models as well as one of the rare TWR-converted XJR-S cars. These were made between 1988 and 1993 by the newly formed JaguarSport, a separate company owned in a ratio of 50:50 by Jaguar and TWR Group Limited specialising in developing high performance Jaguar sports cars. The car had a distinctive body kit, special alloy wheels, a unique suspension system utilising modified coil springs and Bilstein shocks, a luxurious interior with Connolly Autolux leather along with walnut wood trim, and handling improvements. The first 100 of these cars were named “Celebration Le Mans” to commemorate Jaguar’s 1988 win at the 24 Hours of Le Mans and were only sold in the UK. Between 1988 and 1989, a total of 326 XJR-S cars were produced with the 5.3 litres engine with a power output of 318 bhp. After September 1989, the displacement of the engine was increased to 5,993 cc and it was now equipped with Zytek fuel injection and engine management system. This was different from the standard 6.0-litre engine used in the late XJS models and was unique to this model. The power output was raised to 334 bhp at 5,250 rpm and 495 Nm (365 lb/ft) of torque at 3,650 rpm due to a higher compression ratio of 11.0:1, a new forgedsteel crankshaft, increased bore and forged alloy pistons. A modified air intake system and a low loss dual exhaust system was also standard on the model. The engine was mated to the 3-speed GM400 automatic transmission utilising a recalibrated valve body and had faster shift times. The car was equipped with Dunlop D40 M2 tyres for better grip. These modifications resulted in a top speed of 260 km/h (160 mph). A total of 787 coupés and 50 convertible XJR-S were built for the world market.

The second generation of the XK debuted in 2005 at the Frankfurt Motor Show in Germany, styled by Jaguar’s chief designer Ian Callum. The X150’s grille was designed to recall the 1961 E-Type. The XK is an evolution of the Advanced Lightweight Coupé (ALC) introduced at the 2005 North American International Auto Show. The XK features a bonded and riveted aluminium chassis shared with the XJ and body panels, both a first for a Jaguar grand tourer. Compared to the XK (X100), the XK (X150) is 61.0 mm (2.4 in) wider and is 162.6 mm (6.4 in) longer. It is also 91 kg (200 lb) lighter resulting in performance and fuel consumption improvements. Unlike the X100, the X150 has no wood trim on the interior offered as standard equipment. The interior featured steering column mounted shift paddles. A more powerful XKR version having a supercharged variant of the engine was introduced in 2007. The XK received a facelift in 2009,[10] with minor alterations to front and rear lights and bumper designs, together with the introduction of a new 5.0-litre V8 for both the naturally aspirated XK and the supercharged XKR. The interior also received some changes, in particular the introduction of the XF style rotary gear selector mated to the new ZF automatic transmission. The XK received a second and more minor facelift in 2011 with new front bumper and light design, which was presented at the New York Auto Show. A higher performance variant of the XKR, the XKR-S, was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40 bhp over the XKR bringing the 0-60 mph acceleration time down to 4.4 seconds and the top speed up to 300 km/h (186 mph). A convertible version of the XKR-S was introduced in 2012. Production of the XK ended in July 2014 without a replacement model.

Also here was the most recent (and about to be discontinued) sports car, the  F Type.

LAMBORGHINI

The Aventador has been a huge success for Lamborghini. It was first seen at the 2011 Geneva Show, with the full name of Aventador LP700-4 Coupe, the numbers denoting the output of 700 bhp from the all-new V12 engine and the 4 meaning four wheel drive, something which has featured on every Aventador since. The launch price was £250,000 but even so within a month, Lamborghini had a year’s worth of orders, and within a year, 1000 had been built. In November 2012 a Roadster version arrived, which was very similar to the Coupe, but with a lift-out roof panel. A suite of mechanical changes came at this point, with a cylinder deactiviation technology helping to improve fuel consumption and cut emissions. To mark half a century of car production, in April 2013, the LP720-4 50th Anniversary was launched, with 100 units available. As well as the extra 20 bhp, these had a mildly redesigned nose and tail, special paintwork and unique interior trim. A Roadster version followed in December 2014, the LP 700-4 Pirelli Edition. This did not have the extra power, but did feature two tone paint, unique wheels and a transparent engine cover, with the engine bay finished in carbon fibre. Lamborghini turned up the wick in March 2015 with the LP750-4 SuperVeloce, or SV for short, which featured and extra 50 bhp and a 50 kg weight reduction largely thanks to the use of more carbon fibre. A Roadster version followed a few months later.

The Lamborghini Huracán (Spanish for “hurricane”; [uɾaˈkan]) is a sports car replacing the previous V10 offering, the Gallardo. The Huracán was revealed online in December 2013, making its worldwide debut at the 2014 Geneva Auto Show, and was released in the market in the second quarter of 2014. The Huracán’s name (huracán being the Spanish word for hurricane) is inspired by a Spanish fighting bull. Historic Spanish fighting bulls have traditionally provided the names of most Lamborghini car models. Huracán was a bull known for its courage that fought in 1879. The Huracán maintains the 5.2-litre naturally aspirated Audi/Lamborghini V10 engine with an additional 0.2 litres, compared to the Gallardo, tuned to generate a maximum power output of 602 bhp/610 PS. To ensure its balance and performance, the car is mid-engined. The engine has both direct fuel injection and multi-point fuel injection. It combines the benefits of both of these systems; it is the first time this combination is used in a V10 engine. To increase its efficiency, the Huracán’s engine also includes a start-stop system. The firing order of the engine is 1, 6, 5, 10, 2, 7, 3, 8, 4, 9. This is printed on a metal plate on the top of the engine, as with all other Lamborghini models. The drag coefficient of Cd=0.39 was undisclosed until 2021. The LP 610-4 designation comes from the car having 610 PS and four-wheel drive, while LP stands for “Longitudinale Posteriore”, which refers to the longitudinal mid-rear engine position. Changes from the Gallardo include full LED illumination, a 12.3 inch full-colour TFT instrument panel, fine napa leather and Alcantara interior upholstery, redesigned dashboard and central tunnel, Iniezione Diretta Stratificata (IDS, essentially an adapted version of parent Audi’s Fuel Stratified Injection) direct and indirect gasoline injections, engine Stop & Start technology, EU6 emissions regulation compliance, Lamborghini Doppia Frizione (LDF) 7-speed dual-clutch transmission with 3 modes (STRADA, SPORT and CORSA), 20-inch wheels, carbon-ceramic braking system, optional Lamborghini Dynamic Steering variable steering system and MagneRide electromagnetic damper control. The main competitors of the Huracán include the McLaren 650S (as well as the 720S), the Audi R8, the Ferrari 458 Speciale and the 488 GTB. Extra options that increase the price of the car include interior enhancements, special paint schemes, improved suspension, and a lifting system, as well as multiple components optionally available in carbon fibre, rather than aluminium. The convertible variant of the Huracán LP 610-4 was revealed at the Frankfurt Motor Show on 14 September 2015. The 5.2-litre naturally-aspirated V10 engine is the same as the coupé and generates a maximum power output of 602 bhp/610 PS. Acceleration from 0 to 100 km/h (62 mph) takes 3.4 seconds and the top speed is 323 km/h (201 mph). It has the same 7-speed Lamborghini Doppia Frizione (LDF) dual-clutch transmission as that of the coupé. The Spyder has a dry weight of 1,542 kg (3,400 lb) which is 120 kg (265 lb) more than the coupé due to chassis reinforcing components. The Spyder has a CO2 emission of about 280 g/km. Unveiled at the 2016 Geneva Motor Show, the Huracán LP 580-2 is a lower cost derivative of the Huracán LP 610-4 that differs mostly in having the 5.2 L V10 engine detuned to 572 bhp/580 PS and 533 Nm (393 lb/ft) of torque along with having a rear wheel drive drivetrain instead of the all-wheel drive drivetrain found in the standard Huracán. Lamborghini claims the car will accelerate from 0–100 km/h (0–62 mph) in 3.4 seconds and 0–200 km/h (0–124 mph) in 10.1 seconds. The top speed is claimed to be as high as 320 km/h (199 mph). It also features slight visual differences to the standard variant of the car – with a different front fascia and larger air vents at the rear of the car for improved brake cooling. The seven-speed dual-clutch transmission is the same as used in the standard LP 610–4. The base level LP 580-2 costs US$201,100, about US$40,000 less than the base level LP 610–4. A convertible variant of the Huracán LP 580-2 was unveiled at the Los Angeles Auto Show on 16 November 2016. The 5.2-litre naturally-aspirated V10 engine is the same as in the coupé, and generates a maximum power output of 572 bhp/580 PS. 0 to 100 km/h (62 mph) takes 3.6 seconds and the top speed is 320 km/h (199 mph). A track oriented variant of the Huracán, called the Performante, was unveiled at the 2017 Geneva Motor Show. The Performante underwent various exterior changes with the most noticeable being the front and rear bumpers. Carbon fibre is used for the bumpers and the side skirts. An adjustable carbon fibre rear wing has been added to increase downforce. The position of the exhaust has also been changed, and is now just a bit above the rear diffuser. The interior also underwent noticeable changes, now sporting new seats and a new digital speedometer (similar to that of the Aventador SV’s speedometer). The Performante’s 5.2-litre V10 has been tuned to have a power output of 631 bhp/640 PS at 8,000 rpm and 601 Nm (443 lb/ft) of torque at 6,500 rpm. The weight has also decreased by 40 kg (88 lb), courtesy of the forged aluminium and forged carbon fibre body components (first used in the construction of the Sesto Elemento). All the new aero components on the car have active aerodynamic capability and help keep the car stable at high speeds. The Performante is capable of accelerating from 0–100 km/h (0–62 mph) in 2.9 seconds, 0–200 km/h (0–124 mph) in 8.9 seconds. It also has a theoretical top speed of 325 km/h (200 mph). The car has been stiffened by 10% with new springs, roll bars, and radial axial arm bushings. The magnetorheological suspension has been reworked to give a driver a serious track experience. The Lamborghini Dynamic Steering has been re-calibrated. The Performante utilises Lamborghini’s new ALA (Aerodinamica Lamborghini Attiva) system, which is said to be 80% lighter than regular sports car hydraulic systems. According to Lamborghini, ALA is also said to provide 750% more downforce than the standard Huracán. The Lamborghini Huracán Performante Spyder was unveiled at the 2018 Geneva Motor Show. It takes much of the styling inspiration from the coupé and the outgoing LP 610-4 Spyder. The Spyder is identical to the coupé from performance and technological standpoint, but the acceleration time from 0–60 mph has risen by one-tenth of a second and stands at 3.1 seconds while the 0–200 km/h (0–124 mph) has risen by four-tenths of a second and stands at 9.3 seconds. Due to the loss of the roof, the Spyder weighs 125 kg (276 lb) more than the coupé due to chassis reinforcing components. Top speed remains the same as well and stands at 325 km/h (202 mph). Deliveries of the Spyder began in the fourth quarter of 2018. The Huracán received a mid-cycle update in 2019, now being called the Huracán Evo. It now shares its engine and some of the technology with the Performante variant. The updated version of the Huracán has a more aggressive design language, the new front bumper has integrated aeroblades for improved downforce along with the rear styling inspired by the Performante variant, having the same rear diffuser, exhaust pipe position and radiators. A new ducktail spoiler improves downforce by 5 times as compared to the outgoing model. The engine is shared with the Performante and generates 631 bhp/640 PS at 8,000 rpm and 601 Nm (443 lb/ft) of torque at 6,500 rpm. The exhaust system is more refined and has titanium intake valves. This allows the car to achieve a 0–60 mph) acceleration time of 2.9 seconds, 0–200 km/h (0–124 mph) acceleration time of 9 seconds and a top speed of 325 km/h (202 mph). The car has a braking distance from 100–0 km/h (62–0 mph) of 104 ft (32 m). The Huracán Evo has a rear-wheel steering system for improved handling and a torque vectoring system. A new central processing unit controls the various functions of the car and monitors various settings. The control system is controlled by the new infotainment system (via an 8.4 inch touchscreen) dubbed the Lamborghini Dinamica Veicolo Integrata which has integrated both Apple CarPlay and Android Auto. The infotainment system predicts the driving modes by a feed forward logic. The feed forward logic works by sensors monitoring the lateral, longitudinal and vertical accelerations, as well as roll, pitch and yaw rate to predict the best possible driving mode for the driver. The magnetorheological suspension is also revised and now uses electromagnetic current to adjust the suspension system in accordance with the driving mode. The transmission system from the outgoing model is retained which transfers power to all four wheels. A new Ego mode allows the driver to change driving settings to their own preference. The Huracán Evo Spyder was introduced online in February 2019. The Spyder has the same enhancements as the coupé but is 100 kg (220 lb) heavier due to the addition of chassis reinforcement components owing to the loss of the roof. The car has the same canvas folding soft top as the outgoing model which takes 17 seconds for operation and is operable at speeds up to 50 km/h (31 mph). The Spyder can accelerate to 100 km/h (62 mph) in 3.1 seconds from a standstill, to 200 km/h (124 mph) in 9.3 seconds and can attain a top speed of 325 km/h (202 mph). A rear-wheel drive variant of the Evo debuted in January 2020, replacing the LP 580–2. The front splitter has been reshaped and generates more airflow, which is directed to the revised diffuser. Unique to the RWD model is P-TCS (Performance Traction Control System) that ensures that torque is not cut off abruptly; Lamborghini claims this increases oversteer by 30 percent compared to the LP 580–2. The engine is detuned and is now rated at 602 bhp/610 PS. Due to the detuned engine, the car is slower than the standard Huracán Evo accelerating to 100 km/h (62 mph) in 3.3 seconds while having the same top speed. The car also receives a unique paint option, Giallo Belenus, along with a matching interior upholstered in leather and microsuede. A convertible version of the rear-wheel drive variant of the Evo was showcased in May 2020, replacing the LP 580-2 Spyder. Like the Coupé variant, the convertible has a power output of 602 bhp/610 PS. The convertible has a 0– 60 mph acceleration time of 3.5 seconds and has a claimed top speed of 323 km/h (201 mph). Unveiled on April 12, 2022, The Huracán Tecnica sits between the EVO RWD and the track-focused STO. It is 6.1 cm (2.4 in) longer than the EVO, but is the same height and width. It uses the naturally-aspirated V10 engine from the STO and has a top speed of 325 km/h (202 mph) and an acceleration time of 0–100 km/h (0–62 mph) in 3.2 seconds. According to Lamborghini, the Tecnica’s aerodynamic changes increase downforce 35 percent and reduce drag by 20 percent compared to the EVO. It is expected that production will end in 2024.

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.

There was also an example of a more recent and somewhat customised car, from the era by which the model was known as the Defender.

LOTUS

At the Frankfurt 2011 Show, the 2012 version of the Exige S was announced. It features a supercharged 3.5 litre V6 engine (from the Evora S) rated at 345 hp. In 2013, a roadster version was introduced with only minor changes to the design for the removable top. The engine and performance were virtually unchanged from the coupe. To accommodate the V6 engine, the new model is approximately 25 cm (9.8 inches) longer and 5 cm (2.0 in) wider (exterior bodywise) than the model with the inline-four engine, being 4,052 mm (159.5 inches) long, 1,802 mm (70.9 in) wide (not counting the mirrors) and 1,153 mm (45.4 in) tall. The drag coefficient is 0.433. Since that time there have been a bewildering array of different versions and you need to be a real marque expert to tell them all apart. The policy has worked, though, as sales have remained steady whilst Lotus try to amass the finances to develop any all new models. The Exige V6 Cup is a track oriented version of the Exige S while the Exige CupR is the track-only version of Exige V6 Cup. The Exige V6 Cup is offered for sale in the United States as a track only car. If purchased, US Lotus Dealers will only provide a bill of sale instead of a title. The vehicles were unveiled at the 2013 Autosport International motor show. Limited to 50 examples, the Lotus Exige 360 Cup was revealed on 14 August 2015. The car is powered by a 3.5-liter supercharged Toyota V6 delivering 355 hp. The Lotus Exige Sport 380 is a track focused and more powerful version of the Lotus Exige lineup. It was unveiled on 23 November 2016. Lotus’ CEO, Jean-Marc Gales describes it as, “The Exige Sport 380 is so good, that it is no longer the best in class, it’s now in a class of its own”, and it fulfills this statement by taking on some of the powerful and expensive super cars both on the track and the streets. The 3.5-litre, super-charged V6 engine is now uprated and produces 375 hp and 410 Nm (302 lb/ft) of torque with a 6500 rpm red line achieved by revised supercharger and ECU. It can accelerate from 0 to 60 mph in 3.5 seconds and has a top speed of 178 mph (286 km/h). The interior is also stripped out and features necessary driver aids. The Exige Sport 380 weighs 1,076 kg (2,372 lb), thanks to the extensive use of carbon fibre on the exterior as well as the interior, the application of polycarbonate windows instead of traditional glass windows and a newly designed rear transom panel which features two rear lights instead of four. The Lotus Exige Cup 380 is a more hardcore variant of the Exige Sport 380. Performance of the car remains the same as the Sport 380 but it features more aero components and a larger rear wing to produce more downforce at high speeds. The Exige Cup 380 generates 200 kg (441 lb) of downforce at its maximum speed of 175 mph (282 km/h); the top speed is reduced due to excess downforce and more drag. It features a more stripped out interior in order to save weight and other light weight carbon fiber components, Lotus states a lowest possible dry weight of only 1,057 kg (2,330 lb). On 9 November 2017, Lotus unveiled the most powerful version of the Exige to date called the Exige Cup 430, producing 430 PS (424 hp) and using the Evora GT430’s powertrain, modified to fit in the smaller Exige. The car body can produce 220 kg (485 lb) of downforce. The Cup 430 is 19 kg (42 lb) lighter than the Sport 380 due to the use of carbon fibre in body panels and interior and a titanium exhaust. The gearbox allows quicker gearshifts than the previous model. The Cup 430 is not offered with an automatic gearbox. The Lotus Exige Cup 430 is capable of covering the Hethel circuit in 1 minute 24.8 seconds – the fastest production car to lap the circuit – 1.2 seconds faster than the road going Lotus 3-Eleven.  Production ceased at the end of 2021 as Lotus looked to replace all their long-running cars with the new Emira.

Lotus’ only current product is the Emira sports car, deliveries of which were somewhat delayed but are now underway and the car is starting to become more evident at meets like this.

MAZDA

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

McLAREN

In June 2018, McLaren unveiled the top-of-the-line sports series variant online. The car, called the 600LT is based on the 570S and is the third McLaren production car to receive the longtail treatment. Inspired by the 675LT and the F1 GTR Longtail, the body of the car has been extended by 73.7 mm (2.9 in). The car also features enhanced aerodynamic elements such as an extended front splitter and rear diffuser, new side sills, and an aero-enhancing fixed rear wing for increased downforce. McLaren claims that 23% parts on the 600LT are new as compared to the 570S. The carbon fibre monocoque utilised in the 600LT is modified and this combined with the extensive use of carbon fibre in the roof along with the cantrails and front wings, results in a weight saving of 96 kg (212 lb) over the 570S, with the total weight amounting to 1,247 kg (2,749 lb). Another distinguishing feature of the 600LT is the lightweight titanium exhaust system which is mounted on top of the rear of the car which harks back to its original application in the Senna. The interior features sports bucket seats from the P1 and Alcantara trim but can be optioned with the much lighter bucket seats found in the Senna. The 3.8-litre twin-turbocharged V8 engine utilised in the 600LT is tuned to produce a maximum power output of 600 PS (592 bhp) (hence the 600 in the name) and 620 N⋅m (457 lb⋅ft) of torque, achieving a power-to-weight ratio of 479 PS per tonne. Performance figures and production numbers of the car remain unknown. Production of the 600LT started in October 2018. In January 2019, McLaren unveiled the convertible variant of the 600LT at the Detroit Auto Show. Due to the use of the same carbon monocoque as the other models in the 570S lineage the 600LT Spider required did not need any extra modifications to incorporate a folding hardtop roof. As a result, the Spider weighs 50 kg (110 lb) more than the coupé while maintaining the same performance statistics. The Spider has the same engine and aerodynamic components as the coupé and share the roof folding mechanism with the standard 570S Spider which can be operated at speeds upto 40 km/h (25 mph). The car can accelerate to 100 km/h (62 mph) in 2.9 seconds, to 200 km/h (124 mph) in 8.4 seconds (0.2 seconds more than the coupé) and can attain a top speed of 315 km/h (196 mph) with the roof retracted and 323 km/h (201 mph) with the roof closed. The car can achieve a dry weight of 1,297 kg (2,859 lb) when equipped with the MSO ClubSport package which includes the removal of air-conditioning and radio, titanium wheel nuts and the replacement of the standard seats with the carbon fibre seats from the Senna. The car has received rave reviews.

MERCEDES-BENZ

Mercedes-Benz introduced the W123 four-door versions on 29 January 1976. While there were some technical similarities to their predecessors, the new models were larger in wheelbase and exterior dimensions. The styling was also updated, although stylistic links with the W114 / W115 were maintained. Initially, all models except 280/280E featured quad unequal-size round headlights and the latter large rectangular units. When facelifted, these units became standard across the range. All W115 engines were carried over, with the 3-litre 5-cylinder diesel model being renamed from “240D 3.0” to “300D” (as it had already been called before in North American markets). The only new engine was the 250’s 2,525 cc inline-six (Type M123, a short-stroke version of the 2.8-litre six Type M110) that replaced the old 2,496 cc Type M114 “six”. In the spring of 1976, a Coupé version was introduced on a shorter wheelbase than the saloon (106.7 in versus 110.0 in. This W123C/CE was available as a 230C (later 230CE) and as a 280C/CE in most markets; in North America there were additional 300CD versions with naturally aspirated, later turbocharged 3-litre diesel engines. In North America, buyers favored diesel engines for upmarket cars, while CAFE legislation meant that Mercedes-Benz North America had to lower their corporate average fuel economy. This led to the introduction of a few diesel models only sold in the United States. It is a tribute to the car’s instant popularity – and possibly to the caution built into the production schedules – that nine months after its introduction, a black market had developed in Germany for Mercedes-Benz W123s available for immediate delivery. Customers willing to order new cars from their local authorised dealer for the recommended list price faced waiting times in excess of twelve months. Meanwhile, models that were barely used and were available almost immediately commanded a premium over the new price of around DM 5,000. From August 1976, long-wheelbase versions (134.8 in) were produced. These were available as 7/8 seater saloons with works bodies or as a chassis with complete front body clip, the latter serving as the base for ambulance and hearse bodies by external suppliers like Binz or Miesen. These “Lang” versions could be ordered as 240D, 300D and 250 models. At the Frankfurt Auto Show in September, 1977 the W123T estate was introduced; the T in the model designation stood for “Touring and Transport”. All engines derivative except “200TD” were available in the range. T production began in March, 1978 in Mercedes’ Bremen factory. It was the first factory-built Mercedes-Benz estate, previous estates had been custom-built by external coachbuilders, such as Binz. In early 1979, the diesel models’ power output was increased; power rose from 54 hp to 59 hp in the 200D, from 64 hp to 71 hp in the 240D and from 79 hp to 87 hp in the 300D; at the same time, the 220D went out of production. The first Mercedes turbo diesel production W123 appeared in September, 1981. This was the 300 TD Turbodiesel, available with automatic transmission only. In most markets, the turbocharged 5-cylinder 3-litre diesel engine (Type OM617.95) was offered only in the T body style, while in North America it was also available in saloon and coupé guises. June 1980 saw the introduction of new four-cylinder petrol engines (Type M102). A new 2-litre four with shorter stroke replaced the old M115, a fuel-injected 2.3-litre version of this engine (in 230E/TE/CE) the old carburettor 230. Both engines were more powerful than their predecessors. In 1980/81, the carburettor 280 versions went out of production; the fuel-injected 280E continued to be offered. In September 1982, all models received a mild facelift. The rectangular headlights, previously fitted only to the 280/280E, were standardised across the board, as was power steering. Since February 1982, an optional five-speed manual transmission was available in all models (except the automatic-only 300 turbodiesel). W123 production ended in January, 1986 with 63 final T-models rolling out. Most popular single models were the 240D (455,000 built), the 230E (442,000 built), and the 200D (378,000 built). The W123 introduced innovations including ABS (optional from August, 1980), a retractable steering column and an airbag for the driver (optional from 1982). Power (vacuum servo) assisted disc brakes were standard on all W123s. Available options included MB-Tex (Mercedes-Benz Texturized Punctured Vinyl) upholstery or velour or leather upholstery, interior wood trim, passenger side exterior mirror (standard on T models), 5-speed manual transmission (European market only), 4-speed automatic transmission (standard in turbodiesel models), power windows with rear-seat switch cut-outs, vacuum powered central locking, rear-facing extra seats (estate only), Standheizung (prestart timer-controlled engine heating), self-locking differential, sun roof, air conditioning, climate control, “Alpine” horn (selectable quieter horn), headlamp wipers (European market only), Tempomat (cruise control), power steering (standard after 1982/08), seat heating, catalytic converter (available from 1984 for California only, from fall (autumn) 1984 also in Germany for the 230E of which one thousand were built). These days, the cars are very popular “youngtimer” classics, with all models highly rated.

The Mercedes-Benz W124 is a range of executive cars made by Daimler-Benz from 1984 to 1997. The range included numerous body configurations, and though collectively referred to as the W-124, official internal chassis designations varied by body style: saloon (W 124); estate (S 124); coupé (C 124); cabriolet (A 124); limousine (V 124); rolling chassis (F 124); and long-wheelbase rolling chassis (VF 124). From 1993, the 124 series was officially marketed as the E-Class. The W 124 followed the 123 series from 1984 and was succeeded by the W 210 E-Class (saloons, estates, rolling chassis) after 1995, and the C 208 CLK-Class (coupés, and cabriolets) in 1997. In North America, the W124 was launched in early November 1985 as a 1986 model and marketed through the 1995 model year. Series production began at the beginning of November 1984, with press presentation on Monday, 26 November 1984 in Seville, Spain, and customer deliveries and European market launch starting in January 1985. The W124 was a mid-sized vehicle platform, which entered planning in the autumn of 1976 under development Hans Scherenberg. In July 1977, the W124 program officially began, with R&D commencing work under newly appointed Werner Breitschwerdt. In April 1978, decisions were made to base it on the Mercedes-Benz W201 model program. By April 1979, a package plan was completed for the program, laying out the guidelines of the project. During the winter of 1980–1981, the final exterior for the W124 program was completed, chosen as the leading proposal by design director Bruno Sacco, and approved by the board of management in early 1981. By mid-1982, the first prototypes reflective of the production design, were assembled and sent to testing. In March 1984, pilot production commenced and development of the sedan concluded with engineering sign-off. Front suspension used a separate spring and damper with a rubber top mount. The rear suspension of the W124 featured the Mercedes multi-link axle introduced in 1982 with the Mercedes W201 and which is now standard on many modern cars. Estate cars (and optionally, saloons and coupés) had Citroën-like rear self-leveling suspension with suspension struts rather than shock absorbers, gas-filled suspension spheres to provide damping and an under bonnet pressurizing pump. Unlike the traditional Citroën application, the Mercedes suspension system had a fixed ride height and employed rear coil springs to maintain the static ride height when parked. The W124 was the first Mercedes series to be fitted with the iconic 15-hole, flat-faced alloy wheels characteristic of Mercedes-Benz cars of the 1980s and 1990s. The alloy wheels were nicknamed ‘Gullideckel’ or manhole covers, because they resemble manhole or drainage covers in Germany, which are consistently round in shape with a series of 15- or 16-holes around the outer edge, often within a concentric ring. Gullideckel wheels in a variety of diameter and offset specifications were later incorporated into the facelift versions of the W126 S-Class, R107 SL and W201 190E series, and were also the ‘non-option’ wheel on the R129 SL-Class roadster. Much of the 124’s engineering and many of its features were advanced automotive technology at its introduction, incorporating innovations that have been adopted throughout the industry. It had one of the lowest coefficient of drag (Cd) of any vehicle of the time (0.28 for the 200/200D model for the European market with 185/65 R15 tyres) due to its aerodynamic body, that included plastic molding for the undercarriage to streamline airflow beneath the car, reducing fuel consumption and wind noise. It had a single windscreen wiper that had an eccentric mechanism at its base that extended the wiper’s reach to the top corners of the windscreen (more than if it had travelled in a simple arc). The saloon/sedan, coupés and convertibles had optional rear headrests that would fold down remotely to improve rearward visibility when required. This feature was not available for the T-model because of its specific layout (no space to store the retractable headrests), but the estate serially came with a “neighbour-friendly” rear door that was pulled in the shut-position silently and automatically by a sensor-controlled servomotor. This allowed the use of a tighter fitting rear gate, minimizing the cabin noise in the T-model – sometimes an area of concern for station wagons. The estate cars (chassis designation S124) came in 5 or 7-seat models, the 7-seater having a rear-facing bench seat that folded flush luggage compartment cover and an optional (in the US until 1994) retractable cargo net. To provide a flat loading floor with the seat folded down, the T-model’s rear seat squab was mounted about 10 cm (3.9 in) higher than in saloons, robbing rear seat passengers of some head room. The S124 estate continued in production alongside the new W210 until the S210 estate launched more than a year later. A two-door coupé version was also built, with the chassis designation C124. The E 320, E 220, and E 200 cabriolets ceased production in 1997. Indian assembly (in a joint-venture with Telco called Mercedes-Benz India) began in March 1995. Offered with five-cylinder diesel engines built by Mercedes’ Indian partner Bajaj Tempo, the W124 was replaced there in December 1997. The pre-facelift models from 1985 to 1993 used the model designations: 200/200 T (carburettor), 200 E/200 TE (originally intended for Italian market due to Italy’s tax rates on cars larger than 2 litres; available in Germany since September 1988), 200 CE, 230 E/230 TE, 230 CE, 260 E (saloon only), 300 E/TE, 300 CE, 300 E-24/300 CE-24/300 TE-24 valve, 400 E (not in the UK), & 500 E (LHD only in the UK). Diesel models consisted of the following designations; the 200 D/200 TD (not in the UK), 250 D/250 TD and the 300 D/300 TD. Facelift models produced from 1993 to 1996 used the following model designations: E 200, E 220, E 280, E 320, E 420 (not in the UK) & E 500 (LHD only in the UK). Both saloon and estate versions of the facelifted model carried the same model designation on their boot lid, i.e. the T was no longer used for estate versions. In the UK post-facelift diesels were E 250 Diesel (saloon only) and E 300 Diesel (saloon & estate) models. The W124 was also offered as a long wheelbase saloon targeted for taxi companies, but the more luxury equipped version was also used as a limousine.

MINI

There were a couple of classic Mini models here, with a 1967 and one from 1971 which had some detailed features from later models.

This is one of the many limited edition cars that was produced in the last 20 years of the Mini’s long life. Introduced in October 1992, this one was based on the Mini Mayfair and was inspired by the 1969 film “The Italian Job”. These cars were made to look like Coopers though they produced only 50 hp from their 12755cc engine. They were offered in three colours as used in the 1969 film, and one that was not: Flame Red, Metallic British Racing Green, Diamond White and Electric Blue. Outside there were body-coloured wing mirrors, white grilles, black bumpers along with special badges which comprised bonnet stripes, “Italian Job” badge, crossed Italian and British flag decals. Inside there was black tweed and a three-spoke steering wheel with the Italian flag on the steering wheel and front seats. Equipment included tinted glass, twin driving lamps and opening rear quarter windows. 1,000 were made for the UK and 750 for Italy

MORRIS

The Minor was conceived in 1941. Although the Nuffield Organization was heavily involved in war work and there was a governmental ban on civilian car production, Morris Motors’ vice chairman, Miles Thomas, wanted to prepare the ground for new products to be launched as soon as the war was over.  Vic Oak, the company’s chief engineer, had already brought to Thomas’ attention a promising junior engineer, Alec Issigonis, who had been employed at Morris since 1935 and specialised in suspension design but he had frequently impressed Oak with his advanced ideas about car design in general.  Issigonis had come to Oak’s particular attention with his work on the new Morris Ten, which was in development during 1936/7. This was the first Morris to use unitary construction and was conceived with independent front suspension. Issigonis designed a coil-sprung wishbone system which was later dropped on cost grounds. Although the design would later be used on the MG Y-type and many other post-war MGs the Morris Ten entered production with a front beam axle. Despite his brief being to focus on the Ten’s suspension Issigonis had also drawn up a rack and pinion steering system for the car. Like his suspension design this was not adopted but would resurface in the post-war years on the MG Y-type, but these ideas proved that he was the perfect candidate to lead the design work on a new advanced small car. With virtually all resources required for the war effort, Thomas nonetheless approved the development of a new small family car that would replace the Morris Eight. Although Oak (and Morris’ technical director, Sidney Smith) were in overall charge of the project it was Issigonis who was ultimately responsible for the design, working with only two other draughtsmen.  Thomas named the project ‘Mosquito’ and ensured that it remained as secret as possible, both from the Ministry of Supply and from company founder William Morris (now Lord Nuffield), who was still chairman of Morris Motors and, it was widely expected, would not look favourably on Issigonis’ radical ideas. Issigonis’ overall concept was to produce a practical, economical and affordable car for the general public that would equal, if not surpass, the convenience and design quality of a more expensive car. In later years he summed up his approach to the Minor; that he wanted to design an economy car that “the average man would take pleasure in owning, rather than feeling of it as something he’d been sentenced to” and “people who drive small cars are the same size as those who drive large cars and they should not be expected to put up with claustrophobic interiors.” Issigonis wanted the car to be as spacious as possible for its size and comfortable to drive for inexperienced motorists. Just as he would with the Mini ten years later, he designed the Mosquito with excellent roadholding and accurate, quick steering not with any pretence of making a sports car, but to make it safe and easy to drive by all. As work proceeded, there were plenty of battle to overcome, to get Issigonis’ ideas approved, and not all of them were. The production car, called the Minor was launched at the British Motor Show at Earls Court in London on October 27, 1948.  At the same show Morris also launched the new Morris Oxford and Morris Six models, plus Wolseley variants of both cars, which were scaled-up versions of the new Minor, incorporating all the same features and designed with Issigonis’ input under Vic Oak’s supervision. Thus Issigonis’ ideas and design principles underpinned the complete post-war Morris and Wolseley car ranges. The original Minor MM series was produced from 1948 until 1953. It included a pair of four-seat saloons, two-door and (from 1950) a four-door, and a convertible four-seat Tourer. The front torsion bar suspension was shared with the larger Morris Oxford MO, as was the almost-unibody construction. Although the Minor was originally designed to accept a flat-4 engine, late in the development stage it was replaced by a 918 cc side-valve inline-four engine, little changed from that fitted in the 1935 Morris 8, and producing 27.5 hp and 39 lbf·ft of torque. This little engine pushed the Minor to just 64 mph but delivered 40 mpg. Brakes were four-wheel drums. Early cars had a painted section in the centre of the bumpers to cover the widening of the production car from the prototypes. This widening of 4 inches is also visible in the creases in the bonnet. Exports to the United States began in 1949 with the headlamps removed from within the grille surround to be mounted higher on the wings to meet local safety requirements. In 1950 a four-door version was released, initially available only for export, and featuring from the start the headlamps faired into the wings rather than set lower down on either side of the grille. The raised headlight position became standard on all Minors in time for 1951. From the start, the Minor had semaphore-type turn indicators, and subsequent Minor versions persisted with these until 1961  An Autocar magazine road test in 1950 reported that these were “not of the usual self-cancelling type, but incorporate[d] a time-basis return mechanism in a switch below the facia, in front of the driver”.  It was all too easy for a passenger hurriedly emerging from the front passenger seat to collide with and snap off a tardy indicator “flipper” that was still sticking out of the B-pillar, having not yet been safely returned by the time-basis return mechanism to its folded position. Another innovation towards the end of 1950 was a water pump (replacing a gravity dependent system), which permitted the manufacturer to offer an interior heater “as optional equipment”. When production of the first series ended, just over a quarter of a million had been sold, 30 per cent of them the convertible Tourer model. In 1952, the Minor line was updated with an Austin-designed 803 cc overhead valve A-series engine, replacing the original side-valve unit. The engine had been designed for the Minor’s main competition, the Austin A30, but became available as Austin and Morris were merged into the British Motor Corporation. The new engine felt stronger, though all measurements were smaller than the old. The 52 second drive to 60 mph was still calm, with 63 mph as the top speed. Fuel consumption also rose to 36 mpg. An estate version was introduced in 1952, known as the Traveller (a Morris naming tradition for estates, also seen on the Mini). The Traveller featured an external structural ash (wood) frame for the rear bodywork, with two side-hinged rear doors. The frame was varnished rather than painted and a highly visible feature of the body style. Commercial models, marketed as the Morris Quarter Ton Van and Pick-up were added in May 1953.  Rear bodies of the van versions were all steel. The 4-seat convertible and saloon variants continued as well. The car was again updated in 1956 when the engine was increased in capacity to 948 cc. The two-piece split windscreen was replaced with a curved one-piece one and the rear window was enlarged. In 1961 the semaphore-style trafficators were replaced by the flashing direction indicators, these were US-style red at the rear (using the same bulb filament as the brake lamp) and white at the front (using a second brighter filament in the parking lamp bulb) which was legal in the UK and many export markets at the time (such as New Zealand). An upmarket car based on the Minor floorpan using the larger BMC B-Series engine was sold as the Riley One-Point-Five/Wolseley 1500 beginning in 1957: versions of this Wolseley/Riley variant were also produced by BMC Australia as the Morris Major and the Austin Lancer. In December 1960 the Morris Minor became the first British car to sell more than 1,000,000 units. To commemorate the achievement, a limited edition of 350 two-door Minor saloons (one for each UK Morris dealership) was produced with distinctive lilac paintwork and a white interior. Also the badge name on the side of the bonnet was modified to read “Minor 1,000,000” instead of the standard “Minor 1000”. The millionth Minor was donated to the National Union of Journalists, who planned to use it as a prize in a competition in aid of the union’s Widow and Orphan Fund. The company, at the same time, presented a celebratory Minor to London’s Great Ormond Street Hospital for Sick Children, but this car was constructed of cake. The final major upgrades to the Minor were made in 1962. Although the name Minor 1000 was retained, the changes were sufficient for the new model to be given its own ADO development number. A larger version of the existing A-Series engine had been developed in conjunction with cylinder head specialist Harry Weslake for the then new ADO16 Austin/Morris 1100 range. This new engine used a taller block than did the 948 cc unit, with increased bore and stroke bringing total capacity up to 1,098 cc. Although fuel consumption suffered moderately at 38 mpg, the Minor’s top speed increased to 77 mph with noticeable improvements in low-end torque, giving an altogether more responsive drive. Other changes included a modified dashboard layout with toggle switches, textured steel instrument binnacle, and larger convex glove box covers. A different heater completed the interior upgrade, whilst the larger combined front side/indicator light units, common to many BMC vehicles of the time, were fitted to the front wings. These now included a separate bulb and amber lens for indicators while larger tail lamp units also included amber rear flashers. During the life of the Minor 1000 model, production declined. The last Convertible/Tourer was manufactured on 18 August 1969, and the saloon models were discontinued the following year. Production of the more practical Traveller and commercial versions ceased in 1972, although examples of all models were still theoretically available from dealers with a surplus of unsold cars for a short time afterwards.  1,619,857 Minors of all variants were ultimately sold

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.

NOBLE

Follow on to the Noble M10, the M12 was a two-door, two-seat model, originally planned both as a coupe and as a convertible. All M12s were powered by modified bi-turbocharged Ford Duratec V6 engines. There was a full steel roll cage, steel frame, and G.R.P. (fibreglass) composite clam shell body parts. Although looking to be track derived, the M12 was street-legal, ready for both road and track. The M12 has no anti-roll bars on the car, allowing for a comfortable feel. The coupe evolved through four versions of Noble cars, with the 425 bhp M400 as the ultimate version of the M12, following the first 2.5 litre 310 bhp car, the 352 bhp 3 litre GTO-3 and the GTO-3R. The car was sold in the US, where it proved quite popular, with 220 GTO-3Rs and M400s sold there. US production rights were sold in February 2007 to 1G Racing from Ohio. Due to high demand of these cars, 1G Racing (now Rossion Automotive) released its own improved car based on the M400, named Rossion Q1. Another company which is also producing a model developed from the M12 is Salica Cars 1 with their Salica GT and Salica GTR.

PEUGEOT

From 1988 to 1992 Peugeot produced another variant of the 205, the 205 Rallye, which was engineered and produced by Peugeot–Talbot sport. This edition of the 205 was positioned as a cost-effective alternative to the 205 GTI, retaining its sporty character, but being less expensive to buy or maintain. To achieve this, Peugeot used a derivative of the TU-series engine used in the post-1987 205s, which was designated TU24. The engine is essentially the same engine as was in the 1.1-litre 205 with the cylinders bored out to a total engine displacement of 1294 cc, a sports camshaft and twin Weber carburettors. The 1.3-litre engine produced 103 PS at 6,800 rpm. The car got the 1.6 GTI front suspension with ventilated brake discs, and the 1.6 GTI rear axle with drum brakes. The 205 Rallye was completely stripped of almost all soundproofing, electrical systems or other luxury items, bringing down the weight to no more than 794 kg (1,750 lb). Its minimalistic equipment, together with the high revs needed to unleash all of the engine’s horsepower, gives the 205 Rallye a very spartan character and makes it a difficult but rewarding car to drive hard, which is one of the reasons it is now very popular among 205 GTI enthusiasts. Peugeot expected to build around 5000 Rallyes. In the end 30,111 Rallyes were produced, even though they were only sold in certain mainland European markets (including France, Belgium, Portugal, Spain, Italy, Greece and the Netherlands). The distinctive aesthetic features of the 205 Rallye include the squarer wheel arches (which are different from GTI arches), the steel body-coloured wheels and the rainbow-coloured Peugeot-Talbot sport decals on the front grille and the tailgate. They were only available in white. The Rallye was sold with a reduced-weight interior with the Peugeot-Talbot sport logo embroidered in the front seats. From 1990 to 1992 Peugeot also built a 1.9 litre version of the 205 Rallye. Only about 1000 of them were produced and they were only sold in Germany, because the 1.3 litre version did not meet German road regulations. The 1.9 Rallye is just a 105 bhp 1.9 GTI with the Rallye bodyshell and the new-style clear indicators and rear light units. Although they are even rarer than the 1.3 Rallye, they are less popular among Peugeot enthusiasts, because they lack the raw and spartan character of the 1.3 Rallye and are 150 kg (331 lb) heavier. In 1992 Peugeot introduced the Rallye to the UK market, it was available in three colours (500 white, 250 yellow, 80 blue) and was essentially a re-badged XT. It came equipped with black cloth seats embroidered with the Peugeot-Talbot Sport logo, the Peugeot-Talbot sports colours behind the front arches and over the back arches, as well as the same markings on the grill and tailgate of its European brother. It was powered by an iron-blocked 1360 cc TU3.2 engine with the same twin-choke Solex carburettor found on the earlier XS engine. It produced 75 bhp and achieved 107 mph (172 km/h) with a 0–60 mph of 11.7 seconds. After the 205 Rallye, Peugeot again used the ‘Rallye’ designation for some of its 106 and 306 models.

PORSCHE

The 911 continued to evolve throughout the 1960s and early 1970s, though changes initially were quite small. The SC appeared in the autumn of 1977, proving that any earlier plans there had been to replace the car with the front engined 924 and 928 had been shelved. The SC followed on from the Carrera 3.0 of 1967 and 1977. It had the same 3 litre engine, with a lower compression ratio and detuned to provide 180 PS . The “SC” designation was reintroduced by Porsche for the first time since the 356 SC. No Carrera versions were produced though the 930 Turbo remained at the top of the range. Porsche’s engineers felt that the weight of the extra luxury, safety and emissions equipment on these cars was blunting performance compared to the earlier, lighter cars with the same power output, so in non-US cars, power was increased to 188 PS for 1980, then finally to 204 PS. However, cars sold in the US market retained their lower-compression 180 PS engines throughout. This enabled them to be run on lower-octane fuel. In model year 1980, Porsche offered a Weissach special edition version of the 911 SC, named after the town in Germany where Porsche has their research centre. Designated M439, it was offered in two colours with the turbo whale tail & front chin spoiler, body colour-matched Fuchs alloy wheels and other convenience features as standard. 408 cars were built for North America. In 1982, a Ferry Porsche Edition was made and a total of 200 cars were sold with this cosmetic package. SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels. In 1981 a Cabriolet concept car was shown at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since. 911 SC sales totalled 58,914 cars before the next iteration, the 3.2 Carrera, which was introduced for the 1984 model year. Coupe models outsold the Targa topped cars by a big margin.

Replacing the 964, the 993 models were first seen in October 1993, with production starting a few weeks later. Its arrival marked the end of air-cooled 911 models. The 993 was much improved over, and quite different from its predecessor. According to Porsche, every part of the car was designed from the ground up, including the engine and only 20% of its parts were carried over from the previous generation. Porsche refers to the 993 as “a significant advance, not just from a technical, but also a visual perspective.” Porsche’s engineers devised a new light-alloy subframe with coil and wishbone suspension (an all new multi-link system), putting behind the previous lift-off oversteer and making significant progress with the engine and handling, creating a more civilised car overall providing an improved driving experience. The 993 was also the first 911 to receive a six speed transmission. The 993 had several variants, as its predecessors, varying in body style, engines, drivetrains and included equipment. Power was increased by the addition of the VarioRam system, which added additional power, particularly in the mid-ranges, and also resulted in more throttle noise at higher revs; as a consequence, resulted in a 15% increase in power over its predecessor. The external design of the Porsche 993, penned by English designer Tony Hatter, retained the basic body shell architecture of the 964 and other earlier 911 models, but with revised exterior panels, with much more flared wheel arches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors. A major change was the implementation of all alloy multi-link rear suspension attached to an alloy sub frame, a completely new design derived from the 989, a four-door sedan which never went into production. The system later continued in the 993’s successor, the 996, and required the widening of the rear wheel arches, which gave better stability. The new suspension improved handling, making it more direct, more stable, and helping to reduce the tendency to oversteer if the throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of the 911 to have a 6-speed manual transmission included as standard; its predecessors had 4 or 5-speed transmissions. In virtually every situation, it was possible to keep the engine at its best torque range above 4,500 rpm. The Carrera, Carrera S, Cabriolet and Targa models (rear wheel drive) were available with a “Tiptronic” 4-speed automatic transmission, first introduced in the 964. From the 1995 model year, Porsche offered the Tiptronic S with additional steering wheel mounted controls and refined software for smoother, quicker shifts. Since the 993’s introduction, the Tiptronic is capable of recognising climbs and descents. The Tiptronic equipped cars suffer as compared to the manual transmission equipped cars in both acceleration and also top speed, but the differences are not much notable. Tiptronic cars also suffered a 55 lb (25 kg) increase in weight. The 993’s optional all wheel drive system was refined over that of the 964. Porsche departed from the 964’s setup consisting of three differentials and revised the system based on the layout from its 959 flagship, replacing the centre differential with a viscous coupling unit. In conjunction with the 993’s redesigned suspension, this system improved handling characteristics in inclement weather and still retained the stability offered by all wheel drive without having to suffer as many compromises as the previous all-wheel-drive system. Its simpler layout also reduced weight, though the four wheel drive Carrera 4 weighs 111 lb (50 kg) more than its rear wheel drive counterpart (at 3,131 lb (1,420 kg) vs. 3,020 lb (1,370 kg)). Other improvements over the 964 include a new dual-flow exhaust system, larger brakes with drilled discs, and a revised power steering. A full range of models arrived before the arrival of the 996 generation in 1998.

During the 1990s, Porsche was facing financial troubles and rumours of a proposed takeover were being spread. The signature air-cooled flat-6 of the 911 was reaching the limits of its potential as made evident by the 993. Stricter emissions regulations world wide further forced Porsche to think of a replacement of the air-cooled unit. In order to improve manufacturing processes, Porsche took the aid of leading Japanese car manufacturer Toyota whose consultants would assist in the overhaul of the Zuffenhausen manufacturing facility introducing mass production techniques which would allow Porsche to carry out production processes more efficiently. Porsche had realised that in order to keep the 911 in production, it would need radical changes. This led to the development of the 996. The sharing of development between the new 911 and the entry level Boxster model allowed Porsche to save development costs. This move also resulted in interchangeable parts between the two models bringing down maintenance costs. The Porsche 996 was a new design developed by Pinky Lai under Porsche design chief Harm Lagaay from 1992 to 1994; it was the first 911 that was completely redesigned, and carried over little from its predecessor as Porsche wanted the design team to design a 911 for the next millennium. Featuring an all new body work, interior, and the first water-cooled engine, the 996 replaced the 993 from which only the front suspension, rear multi-link suspension, and a 6-speed manual transmission were retained in revised form. The 996 had a drag coefficient of Cd=0.30 resulting from hours spent in the wind tunnel. The 996 is 185 mm (7 in) longer and 40 mm (2 in) wider than its predecessor. It is also 45% stiffer courtesy of a chassis formed from high-strength steel. Additionally, it is 50 kg (110 lb) lighter despite having additional radiators and coolant. All of the M96 engines offered in the 996 (except for the variants fitted to the Turbo and GT2/GT3 models) are susceptible to the Porsche Intermediate Shaft Bearing issue which can potentially cause serious engine failure if not addressed via a retrofit. The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296 bhp. The 996 had the same front end as the entry-level Boxster. After requests from the Carrera owners about their premium cars looking like a “lower priced car that looked just like theirs did”, Porsche redesigned the headlamps of the Carrera in 2002 similar to the high performance Turbo’s headlamps. The design for the initial “fried egg” shaped headlamps could be traced back to the 1997 911 GT1 race car. In 2000, Porsche introduced the 996 Turbo, equipped with a four-wheel-drive system and a 3.6-litre, twin-turbocharged and intercooled flat-six engine generating a maximum power output of 420 bhp, making the car capable of accelerating from 0–60 mph in 4.2 seconds. An X50 option which included larger turbochargers and intercoolers along with revised engine control software became available from the factory in 2002, increasing power output to 451 bhp. In 2005, Porsche introduced the Turbo S, which had the X50 option included as standard equipment, with the formerly optional Carbon fibre-reinforced Silicon Carbide (C/SiC) composite ceramic brakes (PCCB) also included as standard. In 2000, power output on the base Carrera model was increased to 300 bhp. 2001 marked the final year of production for the base Carrera 4 Coupé in narrow body format. In 2002, the standard Carrera models underwent the above-mentioned facelift. In addition, engine capacity was also increased to 3.6-litres across the range, yielding gains of 15 bhp for the naturally aspirated models. 2002 also marked the start of the production of the 996 based Targa model, with a sliding glass “green house” roof system as introduced on its predecessor. It also features a rear glass hatch which gave the driver access to the storage compartment. Also in 2002, the Carrera 4S model was first introduced.

Porsche unveiled the facelifted 991.2 GT3 at the 2017 Geneva Motor Show. Extensive changes were made to the engine allowing for a 9,000 rpm redline from the 4.0 litre flat-six engine derived from Porsche 911 GT3 R and Cup racing cars. The engine has a power output of 500 PS (493 bhp) and 460 Nm (339 lb/ft) of torque. Porsche’s focus was on reducing internal friction to improve throttle response. Compared to the 991.1, the rear spoiler is 0.8 inch taller and located farther back to be more effective resulting in a 20% increase in downforce. There is a new front spoiler and changes to the rear suspension along with larger ram air ducts. The car generates 154 kg (340 lb) of downforce at top speed. The 991.2 GT3 brought back the choice between a manual transmission or a PDK dual clutch transmission. Performance figures include a 0-60 mph acceleration time of 3.8 seconds (3.2 seconds for the PDK version) and a quarter mile time of 11.6 seconds. The GT3 can attain a top speed of 319 km/h (198 mph).

Completing the array of 911-badged cars were both the regular 992 generation model and the more extreme 911 GT3.

Much rumoured for some time, the Cayman GT4 was officially launched at the 2015 Geneva Show, positioned to sit  between the Cayman GTS and the 911 GT3. By the time of the official unveiling, the car was supposedly sold out many times over, though more recently it has become apparent that at least some Porsche dealers have been holding onto cars claiming that the first purchaser changed their mind, and then offering them to those who did not get one of the allocation a year ago, at vastly inflated prices. If true, this is very sharp practice indeed, but seems to be the sort to tricks that are becoming increasingly common as enthusiasts are being fleeced in the name of extra profit. For a starting price of around £65,000 in the UK, the lucky customer would get a car which used used a stiffened and strengthened Cayman bodyshell as a starting point, but lowered by 30mm . Porsche say that in fitting as many GT parts as possible, they did not make it out of a Cayman GTS, but rather they produced an entry-level mid-engined GT3 car. That sounds like PR spin to me, as of course the car does use an awful lot of parts from the regular Cayman. However, plenty is changed, too. There is a reworked version of the Carrera S’s 3.8-litre flat six engine, producing 380bhp at 7400rpm and 310lb ft at 4750-6000rpm, hooked up to a modified version of the Cayman GTS’s six-speed manual gearbox. A PDK dual-clutch automatic was considered but rejected, meaning the Cayman GT4 is manual only. This is enough to mean that the 0-62mph sprint takes 4.4sec and the top speed is 183mph, with combined fuel economy of 27.4mpg and CO2 emissions rated at 238g/km. The front axle and suspension are borrowed from the 911 GT3 and the rear axle and forged aluminium double wishbone suspension are completely new. Dampers are taken from the 911 GT3. The electric steering system from the 911 GT3 does make it onto the Cayman GT4 but is given new software. Stopping power is provided by standard steel brakes, or optional carbon-ceramics from the 911 GT3. The forged 20in alloy wheels were new and are shod with Michelin Pilot Sport Cup 2 tyres. The rear 295/30 ZR20 tyres are bespoke, but the front 245/35 ZR20s were borrowed from the 911 GT3 as they were “a perfect match”. design-wise, the goal was to create a “zero lift car”, but thanks to the extensive aerodynamic and cooling package on the car – which includes a front splitter, a larger front grille and increased frontal air intakes, side air intakes, not one but two rear spoilers and a fully functional diffuser – the Cayman GT4 produces as much downforce at speed (100kg) as the 911 GT3. Every single part on the Cayman GT4 has a functional use. Other design features include  “cool” black glass on the front and rear lights, blackened twin central exhausts and quality stitching on the twin lightweight bucket seats, taken from the 918 Spyder, as small details adding to that ‘want factor’. Despite all the extra equipment, the Cayman GT4 weighs no more than a Cayman GTS, tipping the scales at 1340kg dry. You could delete items such as the sat-nav and air-con to save weight, but few customers did, just as with the 911 GT3 RS were just 2% of buyers deleted the air-con. Inside, the steering wheel was new. The sports seats were trimmed in both leather and Alcantara. Standard equipment included bi-xenon headlights, a sports exhaust system, a Sport Chrono Package with dynamic engine mounts, the Porsche Torque Vectoring system, a mechanical limited-slip differential at the rear and the Porsche Stability Management system. On the options list were items such as carbonfibre-reinforced, plastic-backed seats for the two-seat interior. These weigh just 15kg each and were inspired by the 918 Spyder. A customised version of the Sport Chrono Package was offered, as is a Club Sport Package. Initially it was declared that production would be very limited, but Porsche soon relented and far more were built than had originally been declared.

RENAULT

Expectations were high for another class-leading sporty Clio when Renault debuted the third generation model in 2005, and enthusiasts were not disappointed when Renault premiered the car, which was called the Clio RS 197. The new Clio III drew technology from Formula One, including a rear diffuser and brake cooling side vents, they upgraded the engine, now to 194 bhp (197 PS). The car is heavier than its predecessor, but the acceleration figures are slightly improved due to a combination of more power, torque and the new six-speed gearbox with shorter gearing according to the official figures published on the Renaultsport website. The facelifted Clio III was further enhanced with the inclusion of a front splitter and the engine now produced 197 bhp (200 PS). This has been made possible by tweaks to the exhaust system, valve timing and ECU also stated to give a slight increase in fuel economy. Acceleration figures were slightly improved due to shorter gearing in 1, 2 and 3 and enhancements have been made to the cup chassis including making the steering rack more responsive. Cosmetic enhancements include the addition of larger tailpipes protruding slightly from the rear diffuser, i.d. coloured front bumper insert, wing mirror covers and rear diffuser and i.d. interior trim. Renault also introduced a new i.d. paint option of Alien Green. The 200 is highly regarded by EVO magazine, remaining their hot hatch of choice since 2009. “After the mild disappointment of the Clio 197, Renaultsport has got the Clio back to its very best, producing a cracking small hot hatch more than capable of chasing down supercars on eCOTY 2009 for a top five finish”. It was hailed by CAR Magazine as “the 911 GT3 of hot hatches” and remained CAR Magazine’s “Best in Class” since its release in 2009. Renault produced a significant number of limited edition variants during the model’s life cycle. Production ceased in 2012 when the fourth generation was launched.

RENAULT-ALPINE

The Alpine A110 R (which stands for “Radical”) is a track-focused version that debuted on 4 October 2022, featuring a redesigned body kit and a more aggressive chassis setup. It has been lightened and received performance upgrades, which helps it accelerate from 0 to 100 km/h in 3.9 seconds and can reach a top speed of 285 km/h. The A110 R features a generous use of carbon fibre components, contributing to a weight reduction of 34 kilograms (75 pounds) and bringing the total weight down to 1,082 kilograms (2,385 pounds). Among the carbon fibre components are the hood with dual air ducts, the 18-inch wheels, the engine cover, and the Sabelt Track monocoque seats. Performance improvements include a 0 to 62 mph (100 km/h) sprint time of 3.9 seconds, which is three-tenths of a second faster than the A110 S, and a top speed of 177 mph (285 km/h). Additionally, the A110 R features a stiffer suspension setup with adjustable dampers, allowing the ground clearance to be lowered by 10 millimeters (0.4 inches), and Brembo brakes with improved cooling. The dual exhaust system has been upgraded with a double wall produced using 3D printing to better isolate exhaust gases. It does not come cheap – the starting price is £91,000.

There was also an example of the “regular” A110.

ROVER

When news of Project YY, a new mid-sized car started to filter out, another joint Honda-Rover development, it was assumed that once again each would adopt their own body style. Honda was first to market, by some months, with their Concerto, and when the Rover 200 Series as the new 5 door hatch models were called, were then revealed in the autumn of 1989, there was much disappointment expressed that it seemed that Rover had merely changed the details of lights, bumpers and grille, as well putting their own touches to the interior. They had also put their brand new K Series 1.4 litre engine under the bonnet, though, and once the press and then the public got to drive the new car, any thoughts that this might be another dull Japanese car were dispelled, as it was evident that this was a cracking new car in every respect. Only high prices counted against it, but look past that, and the choice between a Rover 214 with a 92 bhp engine and sweet five speed gearbox and a quality interior, or a Ford Escort 1.4 saddled with the rough and crude 75 1.4 litre CVH engine and a decidedly mass-market feeling interior pointed in the Rover’s favour every time. The 216 model retained a Honda engine, but with 125 bhp, this was unbelievably rapid for the class. The 4 door saloon version, the 400, followed a few months later, and then Rover added their own unique 3 door body style, as well as the option of a 2 litre model for a hot hatch to rival the Golf GTi and 309 GTi. Coupe, Cabrio and 400 Tourer versions followed soon after, giving a comprehensive range which was a clear class leader. I had a 414 Si from January 1992 for three years, during which time I put over 100,000 miles on the clock, the highest mileage I had covered to date, and I thought the car was absolutely brilliant. It would have been even better with power steering, probably, but this was an era when you needed to go up a size or two to find this feature as standard. Rover changed the front end of the cars with a false grille not long after the October 1992 launch of the Coupe, the car that was codenamed TomCat, so you don’t see many with the simple front end, but there was one here, along with a large number of cars with the grille. With a choice of 1.6 and 2,0 injected engines or a 2.0 Turbo that was astonishingly fast for its day and the money charged, these were popular cars which sold well, with only really the Calibra as a true market rival

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.

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

TALBOT

The Sunbeam started off life as a Chrysler, launched in 1977, as the long awaited replacement for the Hillman Imp, production of which had ended a year earlier. Based on a cut-down version of the Avenger chassis, this neat looking hatch was initially offered with a choice of 1.0, 1.3 and 1.6 litre 4 cylinder engines and it retained rear wheel drive at a time when all the rivals were switching front wheel drive This was a move forced upon its maker by the lack of capital to do anything else, but whilst it was not great for space efficiency, it would have an advantage when it came to the sporting versions and indeed for what would turn out to be a very successful career in motorsport. The sporting road cars hit the market in 1979, and these are the only examples of the Sunbeam that you tend to see these days. By the time they hit the market, the Chrysler badging had gone, as a consequence of the sale of Chrysler’s European business to Peugeot-Citroen in the summer of 1978 meant that by mid 1979 a new name was required. The old Talbot branding was dusted off and overnight the cars all became Talbots. The first potent Sunbeam to appear had been the Ti, a sort of modern day version of the Avenger Tiger, with a 110 bhp twin carb 1600cc engine under the bonnet. It went on sale in the spring of 1979, as an appetiser for something more special, which had been unveiled at the Geneva Show in March, a few weeks earlier. The Sunbeam Lotus was the fruits of Chrysler’s commission to sports car manufacturer and engineering company Lotus to develop a strict rally version of the Sunbeam. The resulting ‘”Sunbeam Lotus” was based on the Sunbeam 1.6 GLS, but fitted with stiffer suspension, a larger anti-roll bar and a larger transmission tunnel. The drivetrain comprised an enlarged 2172 cc version of the Lotus 1973 cc 907 engine, a 16 valve slant four engine (the Sunbeam version being type 911, similar to the “Lotus 912”), along with a ZF gearbox, both mounted in the car at Ludham Airfield, close to the Lotus facility in Hethel, Norfolk, where the almost-complete cars were shipped from Linwood. Final inspection, in turn, took place in Stoke, Coventry. In road trim, the Lotus type 911 engine produced 150 bhp at 5,750rpm and 150 lb/ft of torque at 4,500rpm. In rallying trim this was increased to 250 bhp  Production cars were  not actually ready for deliveries to the public until after the mid-year rebranding, and thus became the “Talbot Sunbeam Lotus”. At first these were produced mostly in black and silver, although later models came in a moonstone blue and silver (or black) scheme. The car saw not only enthusiastic press reviews, but also much success in the World Rally Championship – in 1980, Henri Toivonen won the 29th Lombard RAC Rally in one, and, in 1981, the Sunbeam Lotus brought the entire manufacturer’s championship to Talbot. There is an enthusiastic following for Sunbeam Lotus cars these days.

TOYOTA

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

This Supra is from the fourth generation of the model, known as the A80. Design work began in February 1989 under various teams for design, product planning, and engineering. By the middle of 1990, a final A80 design concept from Toyota Technical Centre Aichi was approved and frozen for production in late 1990. The first test mules were hand-built in A70 bodies during late 1990, followed by the first A80 prototypes being hand-assembled in 1991. Again using subframe, suspension, and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993.  This redesign saw Toyota placing great emphasis on a more serious high-performance car. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp at 5800 rpm and 210 lb/ft at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp and 318 lb·ft of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota’s first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo’s engine which increased the power output to 320 hp at 5600 rpm and 315 lb/ft at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4-mile in 13.1 seconds at 109 mph. The turbo version was tested to reach over 285 km/h (177 mph), but the cars were restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb/ft (410 Nm) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo’s output is used to augment the first turbo’s output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power. For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. All vehicles were equipped with 5-spoke aluminium alloy wheels, the naturally aspirated model had 16″ rims and the turbo models were 17″. The difference in wheel size was to accommodate the larger brakes equipped as standard onto the turbo model, but in Japan were optional extras. Both models had a space saver spare tire on a steel rim to save both space and weight. Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibres, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tyres, and an additional turbo, the car was at least 200 lb lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb while the automatic transmission added 55 lb. It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Mitsubishi 3000GT VR-4. The Supra soon became something of a legend, establishing itself as an effective platform for drifting in Japan, and for roadracing, with several top 20 and top 10 One Lap of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g’s (200 ft) and 0.98 lateral g’s (300 ft), and the car has proved popular even as it ages in the UK, with several “grey market” cars having been brought here over the years.

Not surprisingly, perhaps, there were several examples of the GR Yaris here.

TRIUMPH

Replacement for the TR4 was – predictably – the Triumph TR5, which was built for a 13-month period between August 1967 and September 1968. Visually identical to the Michelotti styled TR4,the TR5 hid the main differences under the body. The most significant change from the TR4 was the 2.5-litre straight-6 fuel-injected engine, developing around 145 hp, and which was carried forward to the TR6. At the time, fuel injection (or PI petrol injection, as it was sometimes then called) was uncommon in road cars. Triumph claimed in their sales brochure that it was the “First British production sports car with petrol injection”. Sadly, it was also somewhat troublesome, with mechanical issues a common occurrence. A carburetted version of the TR5 named Triumph TR250 was manufactured during the same period, to be sold in place of the fuel injected car on the North American market. A few of these have now been brought over to the UK and indeed there were both TR250 and TR5 cars here. The Triumph TR250, built during the same period for the North American market, was nearly identical to the TR5. But, because of price pressures and emission regulations the TR250 was fitted with twin Zenith-Stromberg carburettors rather than the Lucas fuel injection system. The reasons for this difference came down to price pressures of the American market, and tighter emissions regulations. The TR250’s straight-six engine delivered 111 bhp , 39 bhp less than the TR5; 0–60 mph acceleration took 10.6 seconds. Standard equipment on both models included front disc brakes, independent rear suspension, rack and pinion steering and a four speed gearbox. Optional extras included overdrive and wire wheels. Both the TR5 and the TR250 were available with the “Surrey Top” hard top system: a weather protection system with rigid rear section including the rear window and removable fabric section over the driver and passenger’s heads.

Launched at the same time as the Rover 2000 was Triumph’s large saloon car, also called 2000. A replacement for the long running Standard Vanguard, this was the more sporting of the duo, with a subtly different appeal from the Rover. Between them, the cars defined a new market sector in the UK, promising levels of comfort and luxury hitherto associated with larger Rover and Jaguar models, but with usefully lower running costs and purchase prices, all in a modern package. Both added more powerful models to their range, with Rover going down the twin carburettor route, whilst in 1967, Triumph installed a larger 2.5 litre engine and the then relatively new fuel injection system, creating the 2.5PI, which is what was to be seen here. This Lucas system was not renowned for its reliability in the early days, but it did make the car rapid and refined. A facelift in 1969 brought new styling front and rear, which turned out to be a taster for a new grand tourer model which would emerge a few months later, and in this Mark 2 guise, the car was sold until 1977, in both saloon and estate guises. A mid range model, with twin carburettors but the larger engine, the 2500TC was introduced in 1974 and the 2500S arrived in 1975 with more power but also carb fed, to replace the troublesome and thirsty PI. These are the most sought after models now.

TVR

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

The T350 cars were made from 2002 to 2006. They were based on the TVR Tamora, and powered by TVR’s Speed Six engine in 3.6 litre form, producing 350 hp. The T350 was available in coupe and targa versions, the coupe version being known as the T350C, and the targa version the T350T. The T350 later formed the base of the TVR Sagaris. Function dominates form evident by the car’s aero-dynamic design which has been created for maximum downforce and minimal drag. The smooth frontal nose and the sharp rear cut tail allows the car to be aerodynamically efficient while reducing drag. The sloping rear line of the car ensures that the car generates minimum lift at high speeds. The car takes many components from the entry level Tamora such as the interior, multi-function display and analogue metres. The optional Sport package adds extra options in the multi-functional display such as lap-times, oil temperature and water temperature. The fastback design of the car gives the customer an advantage of increased boot space. The powerful Speed Six engine is a proven race winning unit and very responsive suiting the car’s aggressive character with a 0 – 100 km/h time of just 4.4 seconds.

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

After 25 years of absence of a full-size Holden coupe, the Monaro made a return in November 2001 following the overwhelming response of the public and media to the VT-based Holden Coupé concept displayed at the 1998 Australian International Motor Show held in Sydney. The third generation of the Monaro was produced from 2001 to 2005. The HSV Coupé saw production through to June 2006, with HSV variants on sale until August 2006. After a gestation period of 22 months (contrary to the planned 12 to 18 months) and at a cost of A$60 million, Holden launched the V2-series Monaro based on the VX-series Commodore. It was available as the CV6, with a supercharged 3.8 L V6 and 4-speed automatic transmission (production ceased in mid-2004), and as the CV8, featuring the 5.7 L LS1 V8, with a choice of either a 6-speed manual or 4-speed automatic transmission. A Series 2 model debuted in December 2002 with a revised dashboard from the VY-series, a new alloy road wheel design and new paint and trim colour choices. The CV6 model was dropped after disappointing sales (reputedly 10 times as many Monaros were built as CV8s) when a Series 3 model appeared in 2004. A limited edition model called the CV8-R was introduced in July 2003, all 350 of which were made in Turbine Mica (grey metallic) paint colour. A revised CV8-R model would appear again in May 2004 (based on the Series 3 CV8), all 320 of which were made in an exclusive Pulse Red paint colour. Other unique features of the 2004 CV8-R cars included 18″ five-spoke machined face alloy wheels, smoked front and rear lamp treatment, and a “Holden By Design” electric sunroof. The interior featured the centre fascia and instrument surrounds in satin finish, “Pulse Red” and black floor-mats with CV8-R logo, a unique instrument cluster with white dial-plate daytime illumination, and leather trimming for the steering wheel, handbrake and transmission selectors (matching anthracite leather was used for the sports seats and door trims, with perforated leather inserts and black stitching). On 12 September 2004, Holden introduced the VZ Monaro CV8 with a 15 kW increase in engine power when compared to the previous V2-series cars. The VZ series at first came in only four paint colours (Phantom, Devil, Turismo and Quicksilver) and later saw the addition of a fifth colour named Fusion, seen only in the closing of production CV8-Z model. The VZ Monaro CV8 was upgraded in other ways too, receiving a 10-speaker audio system with two built-in subwoofers, new front/rear bumper assemblies, dual exhaust system and various other small changes. The revised rear bumper, dual exhaust system, and new hood with air intakes would soon find their way onto the export Pontiac GTO. However, in July 2005, Holden announced that production of the current generation VZ Monaro CV8 would soon be coming to an end and this led to the run of a special edition model called the CV8-Z, of which 1,605 units were ultimately made. The last Holden Monaro-badged coupé was purchased by Emerald, Queensland businessman Darryl Mattingley for A$187,355.55—around three times the normal retail price, on 19 February 2006. The car was bought through eBay, with the proceeds going to the Leukaemia Foundation. The Holden Monaro CV8-Z was produced to farewell the legendary Monaro name, much like what had been done with the LE coupé back in 1976. Wheels magazine tested a CV8-Z in the March 2006 issue with a Ford Mustang GT and a Nissan 350Z. They summed up the test with, “The Monaro eats Mustangs and spits out Nissans. It’s a class act that deserves an encore performance.” The CV8-Z was offered in the same colours as the standard CV8 but to highlight the model, a new colour was introduced called ‘Fusion’ orange/gold metallic with unique colour matching (Fusion and black) leather interior. The CV8-Z had unique features including a sunroof, modified darkened taillights, signature black bonnet scoop accents, special engraved CV8-Z wheels, CV8-Z badging throughout the interior and gun metal chrome CV8-Z badging on the exterior. Tony Hyde, the chief engineer of Holden, announced on his retirement in 2007 that being a part of the development of modern Monaro’s was his proudest achievement. He described the modern Monaro program as “pure emotion” and that his Monaro will be kept next to his 1976 Chevrolet Corvette. The Monaro was used as a basis for various concept cars and was used by several different brands, HSV in Australia, Chevrolet in the Middle East, Pontiac in America and Vauxhall Motors in the United Kingdom.

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.

Conceived as a replacement for the popular Beetle Cabrio, and at the time unique in the market place, a convertible version of the Golf was presented to Volkswagen’s management by coachbuilder Wilhelm Karmann GmbH as early as 1976. This early prototype lacked the roll-over bar of the later version, and had a flat body line in the rear, where the soft top folded down below the sill level. The production version of the convertible Golf was designated Type 155. In Europe and Canada it was called the Golf Cabriolet, while in the United States it was sold as the Rabbit Convertible until 1985, when it was also renamed “Cabriolet”. The Cabriolet was sold from 1980 to 1993. It had a reinforced body, a transverse roll-over bar, and a high level of trim. From stamping to final assembly the Mk1 Cabriolet was built entirely at the Karmann factory. Volkswagen supplied engines, suspension, and interior trim for Karmann to install. The tops, of vinyl or cloth, were heavily insulated, with a heated glass rear window. The top was raised and lowered manually until 1991, when it became electrically operated. The body of the Cabriolet did not change through the entire production run except for a larger fuel tank. It kept the pre-1980 style of rear lamp clusters. A space saver spare wheel was fitted from the outset, including 1978 pre-production models, unlike the saloon which did not adopt this until 1984. All Cabriolets from 1988 on left the factory fitted with a “Clipper” bodykit that featured smooth body-coloured bumpers, wheel-arch extensions, and side skirts. Prior to the 1984 model year the highest standard specification Cabriolet was the GLI, which was essentially a GTI in all but name. It was only in late 1983 with the introduction of the 1984 model that an officially badged GTI version of the cabriolet finally became available

Also here was the ID Buzz, the eagerly awaited but all-electric retro-styled machine which is appealing to customisers just as its predecessor did.

Nothing like the scale of the Bicester event I had attended on the previous weekend, this was nonetheless a most enjoyable way to pass a few hours, with many interesting cars, more than a few of which you really don’t expect to see out and about in the winter months, and plenty of people to chat to, even before adjourning for a welcome cup and coffee and late breakfast in the associated farm shop café. I look forward to the next one, which will be on the second Saturday in February, and for which my diary is clear.