For the 2024 season, the popular Shelsley Walsh location has announced a series of static events to complement the action on the hill, with a mixture of Sunday morning Breakfast Club meets as well as the mid-week evening “Cars in the Valley” gatherings. Not surprisingly, these latter will take place during the summer months when there is ample daylight stretching well into the evening, leaving the Breakfast Club events to top and tail the season. The first of these was scheduled for early February, always a time when the weather is a gamble and when a lot of the more interesting cars are tucked away for the winter on SORN. Even so, you usually get some nice cars out, especially if the weather is good, and even sometimes when it is not. Along with a couple of friends, we decided to head to Worcestershire for a morning out at this event. All was looking good until we got within about a mile of the venue, when we rounded a corner to see a couple of cars stopped in the middle of the road whilst the drivers surveyed a massive muddy flood that went right across the road. All the rain of previous days was clearly just running down the hill and then along the road. What was not clear was how deep this might be, but after careful inspection, the first of the cars ahead of us set off, and edged gingerly into the flooded area. It appeared it was not actually that deep but clearly it was very muddy water and would leave an inevitable mess on the bottom of the car. The alternatives were to go through, to take a very om detour indeed and hope that access from the north was not so troubled, or simply to go home. We chose the first of these, and having driven very gingerly through it, arrived to find a reasonable number of cars had already reached the Shelsley Walsh site and were parked up. More did come, though the site was never full, perhaps unsurprisingly. Here is what we saw:

ALFA ROMEO

Visually similar to the 159 models at the front, the Brera and Spider boasted unique styling from the A pillars rearwards. They were offered with the same range of engines as the 159, and thanks to that strong, but rather heavy platform on which they were built, even the 3.2 litre V6 cars were more Grand Tourer than rapid sports car. Pininfarina was responsible for both models. The Brera was first to market, in 2005, with the Spider following in 2006. Production of both ceased in late 2010, by which time 12,488 units of the Spider and 21,786 units of the Brera had been built. It will be very surprising if these do not attain classic status, and the consequent rise in values, though that has not happened yet.

Also here was the Giulia saloon.

ALPINA

The Alpina B3 (F30/F31) and Alpina D3 (F30/F31) are high performance compact executive cars manufactured by German automobile manufacturer, Alpina. Based on the BMW 3 Series (F30), the B3 is available in saloon and wagon body styles. The car was officially launched at the 2013 Geneva Motor Show. The B3 is based on the BMW 335i and utilises a modified version of its N55 straight six engine. Alpina modified the engine by adding two smaller variable-geometry turbochargers in place of the standard single turbocharger, NGK spark plugs, electronically controlled bypass valve system, a high-performance fuel pump, a 40 percent larger intercooler, Alpina specific ECU along with a wiring loom and a forged high-strength steel crankshaft. These modifications allow the engine to generate 410 PS (404 bhp) with RON 98 fuel and 600 Nm (443 lb/ft) of torque at 3,000 rpm. The front subframe along with the strut brace were modified in order to accommodate the powerful engine. The engine is mated to an 8-speed ZF “Touch tronic” automatic transmission with no manual transmission available as an option. The car is available in rear-wheel-drive and all-wheel-drive configurations. The transmission consists of three modes, “Automatic (D)”, “Manual (M)” and “Sport (S)”. The Automatic mode focuses on driving comfort while the Sport mode reduces shift time and throttle response. When combined with the “Sport” or “Sport +” driving modes of the Drive performance system, the gearshifts are quicker due to a reduction in torque caused by the interruption of the injection of fuel into a given cylinder for a fraction of a second. The B3 has an Akrapovič stainless steel exhaust system featuring quad exhaust pipes. The exhaust system has an electronically controlled valve that remains closed up to 2,500 rpm for more quiet city driving in comfort mode. In Sport mode however, the valve remains permanently open to provide optimum performance. The brakes used in the car have ventilated 370 mm (14.6 in) discs with 4-piston calipers at the front and ventilated 345 mm (13.6 in) discs with 2-piston calipers at the rear. The aluminium calipers feature Alpina lettering with classic Alpina Blue colour. The suspension system is mostly based on the donor car but features adjustable dampers and Eibach springs which are 45 percent stiffer. The system also features Alpina specific roll bars. The car has Michelin Pilot Sport tyres with 20-inch multi-spoke alloy wheels. The car also includes Alpina tuned Sports steering and an optional limited slip differential. The company claims a combined fuel economy of 37.2 mpg. The interior includes Alpina specific sports seats and BMW iDrive infotainment system as standard equipment with USB and Bluetooth connectivity. A Harman Kardon sound system, an in-car TV and a head-up display are optional. The company gives the customer a choice of five leather and veneer trims for the interior. The B3 can accelerate from 0–100 km/h (0–62 mph) in 4.2 seconds (4.3 seconds for the wagon version) and can attain a top speed of 306 km/h (190 mph) (303 km/h (188 mph) for the wagon). The B3 can accelerate from 48–113 km/h (30–70 mph) in 4.2 seconds in third gear, 5.3 seconds in fourth gear and 7.3 seconds in fifth gear. The D3 is the diesel powered variant of the B3. Unveiled at the 2013 Frankfurt Motor Show, the D3 is based on the 330d and utilises a modified version of its 335d 3.0-litre N57 inline-6 engine. The engine has received the same modification as the B3, those being a larger intercooler, Alpina specific ECU and wiring loom and a high-strength steel crankshaft. These modifications allow the engine to generate 350 PS (345 bhp) at 4,000 rpm and 700 Nm (516 lb/ft) of torque. The engine is mated to the same 8-speed automatic transmission as found on the B3 with a limited slip differential available as an option. Like the B3, the D3 is available in either a saloon or a wagon body style. The engine delivers its peak torque from 1,500 rpm to 3,000 rpm and has a red-line of 4,800 rpm. The transmission features buttons for shifting gears mounted behind the steering column and has the same gear ratios as the donor car. The suspension system is the same as the B3 and features 40 percent stiffer springs as well as the wheels and tyres. The dampers are set to be softer in compression and firmer in rebound. The bushings and anti-rollbars are Alpina specific and the car’s front sub-frame and strut-brace have been modified to accommodate the engine. There are four exterior colour choices available, those being Classic Alpina Green, Classic Alpina Blue, Sapphire Black and Mineral White with optional Alpina pinstripes. The D3 can be ordered with any option available on the standard 3 Series. Along with Alpina’s own options of interior trim and leather upholstery. The D3 can accelerate from 0–97 km/h (0–60 mph) in a claimed 4.6 seconds and can attain a claimed maximum speed of 278 km/h (173 mph). The car has a claimed combined fuel economy of 53.3 mpg. Introduced at the 2017 Geneva Motor Show, the B3 S is the high performance variant of the B3. The 3.0-litre twin-turbocharged inline-6 engine found in the B3 is further modified to generate 431 PS and 660 Nm (487 lb/ft) of torque. The transmission remains the same as in the standard B3 along with interior and exterior options. Performance figures include a 0–97 km/h (0–60 mph) acceleration time of 4.2 seconds (4.3 seconds for the wagon) and a top speed of 306 km/h (190 mph). Unlike the B3, the B3 S is based on the updated 335i.

ASTON MARTIN

Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lbft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after. There were no fewer than 18 different versions of the car produced over its model life

AUDI

This is the S2 Coupe. Together with Konrad Schmidt Motorsport GmbH (SMS), who had been responsible for Audi’s DTM version of the V8 quattro, Audi developed a sports version of the Coupé in September 1990 called the Audi S2. This was meant to boost lagging sales of the Coupé and replace the famous Audi Quattro (launched in 1980). It featured the well-proven 2.2-litre in-line five-cylinder 20-valve turbo petrol engine from the Audi 200 20V, which was a variant of the engine used in the Audi Quattro. A similar version of the engine was used in the Audi 100 based S4 (the ‘Ur-S4’). The S2 came as standard with quattro permanent four-wheel drive, and featured a heavy-duty 5-speed manual transmission, and was capable of 150 mph. The S2 was initially available with a 2.2-litre turbocharged engine which produced 220 PS coupled to a 5-speed transmission. In 1992, the engine received minor upgrades, including distributor-less ignition, which increased power output to 230 PS which was coupled to a new 6-speed gearbox. Although the power increase was minimal, the engine now produced 350 Nm (258 lb/ft) of torque (up from 309 Nm (228 lb/ft)) and featured an overboost function that allowed up to 380 Nm (280 lb/ft) in short bursts. The 3B-engined car will accelerate from 0-100 km/h (62.1 mph) in 5.7 seconds, continuing to a top speed of 246 km/h (152.9 mph). The ABY-engined S2 Coupé will accelerate from 0-100 km/h (62.1 mph) in 5.9 seconds, continuing to a top speed of 246 km/h (152.9 mph). In 1993, the S2 received some cosmetic updates, including new AVUS-style alloy wheels, ellipsoid beam (projector) headlamps and clear front indicator lenses. Objectively good, but few felt that this car ever quite recreated the magic of the car it replaced.

BENTLEY

This was a nice example of the Continental GT Coupe, the car that has really transformed Bentley’s sales figures since its launch just over 20 years ago.

CITROEN

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

FERRARI

The Ferrari 296 (Type F171)is a sports car built since 2022 by the Italian company Ferrari. The 296 is a two-seater, offered as a GTB coupé and a GTS folding hard-top convertible. It is a plug-in hybrid with a rear mid-engine, rear-wheel-drive layout and its power train combines a twin-turbocharged 120-degree block-angle V6 with an electric drive fitted in between the engine and gearbox. The 296 can be driven in electric-only mode for short distances, to comply with use in urban zero-emission zones. Unveiled on 24 June 2021, the 296 is Ferrari’s first stock model with 6-cylinders other than the Dino 206 GT, 246 GT and 246 GTS cars produced by Ferrari but sold under the Dino marque. Its power pack puts out a combined 830 PS, giving the 296 a power-to-weight ratio of 560 hp/ton. It remains a current model. The 296 GTB was presented as the first “real Ferrari with just six cylinders on it” on 24 June 2021. Previously, such models were both designed and built by Ferrari, but marketed as a new, entry-level Dino brand, below Ferrari’s exclusively V12-model policy, until 1974. The new car went on sale in 2022. The 296 in the model name reprises the original Dino’s naming scheme, indicating the engine’s displacement and the number of cylinders. GTB stands for Gran Turismo Berlinetta.

FORD

Ford replaced their large cars in 1956, with new models using the same names as their predecessors, Consul, Zephyr and Zodiac. The styling was all new and with a decidedly American theme to it. As before, the Consul had a 4 cylinder engine, now of 1700cc capacity and the Zephyr and Zodiac had in-line 6 cylinder units These were enlarged to 2,553 cc with power output correspondingly raised to 86 bhp The wheelbase was increased by 3 inches to 107 inches and the width increased to 69 inches. The weight distribution and turning circle were also improved. Top speed increased to 88 mph and the fuel consumption was also improved at 28 mpg. Following a styling revision in 1959, the models are now referred to as “Highline” or “Lowline”, depending on the year of manufacture — the difference being 1.75 in being cut from the height of the roof panel. The “Highline” variant, the earlier car, featured a hemispherical instrument cluster, whereas the “Lowline” had a more rectangular panel. A two-door convertible version was offered with power-operated hood. Because of the structural weaknesses inherent in the construction of convertibles, few convertibles are known to survive, and these are particularly highly prized these days.

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

JAGUAR

The Series 1 E Type was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8-litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4,235 cc in October 1964. The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp) and same top speed (150 mph), but increased torque approximately 10% from 240 to 283 lb/ft. Acceleration remained pretty much the same and 0 to 60 mph times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400 rpm instead of 5,500 rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2-litre’s block was completely redesigned, made longer to accommodate 5 mm (0.20 in) larger bores, and the crankshaft modified to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator. Autocar road tested a UK spec E-Type 4.2 fixed head coupé in May 1965. The maximum speed was 153 mph, the 0–60 mph time was 7.6 seconds and the 1⁄4 mile from a standing start took 15.1 seconds. They summarised it as “In its 4.2 guise the E-Type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.”. Motor magazine road tested a UK spec E-Type 4.2 fixed head coupé in Oct 1964. The maximum speed was 150 mph, the 0–60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds. They summarised it as “The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles (4,828 km) of testing confirms that this is still one of the world’s outstanding cars”. All E-Types featured independent coil spring rear suspension designed and developed by R J Knight with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. The Coventry engineers spared nothing with regards to high automotive technology in braking. Like several British car builders of the middle and late 1950s, the four-wheel disc brakes were also used in that era by Austin-Healey, MG,putting the British far ahead of Ferrari, Maserati, Alfa Romeo, Porsche, and Mercedes-Benz. Even Lanchester tried an abortive attempt to use copper disc brakes in 1902. Jaguar was one of the first vehicle manufacturers to equip production cars with 4 wheel disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognised by glass-covered headlights (up to 1967), small “mouth” opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear. 3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear (“Moss box”) on all except very last cars. 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and, obviously, an all-synchromesh Jaguar designed four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming “Jaguar 4.2 Litre E-Type” (3.8 cars have a simple “Jaguar” badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15-inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 – 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres. A 2+2 version of the fastback coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupé) remained as two-seaters. Less widely known, right at the end of Series 1 production, but prior to the transitional “Series 1½” referred to below, a small number of Series 1 cars were produced with open headlights. These Series 1 cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143 mm from the Series 1½ at 160 mm. Production dates on these machines vary but in right-hand drive form production has been verified as late as July 1968. They are not “rare” in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967 and given the foregoing information that they were produced as late as July 1968, it appears that there must have been an overlap with the Series 1.5 production, which began in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Types are identical to other 4.2-litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburettors, polished aluminium cam covers, center dash toggle switches, etc. Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called “Series 1½.” Due to American pressure the new features were not just open headlights, but also different switches (black rocker switches as opposed to the Series 1 toggle switches), de-tuning for emissions (using two Zenith-Stromberg carburettors instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminium ribbing, bonnet frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961–1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburettors from 3 to just 2 (North America), resulting in a loss in horsepower. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the “Series 1.5” of 1968. An often overlooked change, one that is often “modified back” to the older style, is the wheel knock-off “nut.” US safety law for 1968 models also forbade the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special “socket” included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2. An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine Motor in 1961 and had a top speed of 149.1 mph and could accelerate from 0 to 60 mph in 7.1 seconds. A fuel consumption of 21.3 mpg was recorded. The test car cost £2,097 including taxes.The cars submitted for road test by the motoring journals of the time (1961) such as Motor, Autocar and Autosport magazines were prepared by the Jaguar works. This work entailed engine balancing and subtle tuning work such as gas-flowing checking the cylinder heads but otherwise production built engines. Both of the well-known 1961 road test cars: the E-Type coupé Reg. No. 9600 HP and E-Type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag coefficient. This goes some way to explaining the 150 mph (240 km/h) maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-Type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both 3.8 test cars may have approached 6,000 rpm in top gear when on road test, depending on final drive ratio. Production numbers were as follows: 15,490 of the 3.8s, 17,320 of the 4.2s and 10,930 of the 2+2s. And by body style there were 15,442 of the FHC, 17,378 of the OTS and 5,500 of the 2+2, making a total of 38,419 of the Series 1 car.

LANCIA

This is the ex Jolly Club Lancia Stratos that Justin Eacock recently acquired. So yes, in a world where most of the Stratos-like cars you see are replicas, this is indeed a real one. Bertone knew that Lancia was looking for a replacement for the ageing Fulvia for use in rally sports and so he designed an eye-catcher to show to Lancia. Bertone used the running gear of the Fulvia Coupé of one of his personal friends and built a running showpiece around it. When Bertone himself appeared at the Lancia factory gates with the Stratos Zero he passed underneath the barrier and got great applause from the Lancia workers. After that a co-operation between Lancia and Bertone was formed to develop a new rally car based on ideas of Bertone’s designer Marcello Gandini who already had designed the Lamborghini Miura and Countach. Lancia presented the Bertone-designed Lancia Stratos HF prototype at the 1971 Turin Motor Show, a year after the announcement of the Stratos Zero concept car. The prototype Stratos HF (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally for the 1971 public announcement, the mid-mounted Dino Ferrari V6 producing 190 hp. The use of the Dino V6 was planned right from the beginning of the project, but Enzo Ferrari was reluctant to sign off the use of this engine in a car he saw as a competitor to his own Dino V6. After the production of the Dino car had ended the “Commendatore” (a popular nickname for Enzo Ferrari) agreed on delivering the engines for the Stratos, and Lancia then suddenly received 500 units. The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari with Bertone’s Designer Marcello Gandini taking a very personal interest in designing and producing the bodywork. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship season. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made (for the 1976 season, the Group 4 production requirement was reduced to 400 in 24 months. Manufacturer of the car was Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 litreV6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 hp, giving the road car a 0–100 km/h time of 6.8 seconds, and a top speed of 232 km/h (144 mph). The Stratos weighed between 900 and 950 kilograms, depending on configuration. Power output was around 275 hp for the original 12 valve version and 320 hp for the 24 valve version. Beginning with the 1978 season the 24 valve heads were banned from competition by a change to the FIA rules. Even with this perceived power deficit the Stratos was the car to beat in competition and when it did not suffer an accident or premature transmission failure (of the latter there were many) it had great chances to win. Despite the fact that the Stratos was never intended to be a race car, there were two Group 5 racing cars built with 560 hp, using a single KKK turbocharger. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The last victory of the Stratos was in 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favoured the Fiat 131 for rallying Lancia also built two Group 5 turbocharged ‘silhouette’ Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d’Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. One of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems. The last surviving car would win the Giro d’Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos’, Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005. The Stratos also gained limited success in 24 Hours of Le Mans, with a car, driven by Christine Dacremont and Lella Lombardi, finishing 20th in 1976.

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

LOTUS

In 2004, the Series 2 Exige was introduced. It features a naturally aspirated 1.8 L 16-valve DOHC Toyota/Yamaha engine that is rated at 190 bhp with the Toyota engine designation of 2ZZ-GE. Compared to the Series 2 Elise, it has a front splitter, a fibreglass hardtop roof with roof scoop, a rear engine cover, and rear spoiler. The sole purpose of these aerodynamic additions to the base Elise is to create more downforce (almost 45 kg (100 lb) of downforce at 161 km/h (100 mph) in the Exige versus 5.9 kg (13 lb) at 100 mph in the Elise). In February 2005, Lotus announced a limited production run of 50 Exiges, using the Toyota engine with a supercharger. This increased the power output to 243 bhp. These models were only available in yellow or black, representing the colours of Lotus Sport, and are badged 240R. They have a projected 0 – 60 mph time of 3.9 seconds and 0-161 km/h (100 mph) of 9.9 seconds, with a top speed of 249 km/h (155 mph). The North American Exige was unveiled at the Los Angeles Auto Show in January 2006. According to Lotus, the standard Exige Series 2 model weighs 2,016 lb (914 kg). In February 2006, Lotus announced the Exige S model which used a supercharged Toyota 2ZZ-GE engine rated at 220 bhp The S was also made available in North American markets as a 2007 model. According to Lotus, the Exige S model, weighing 2,057 lb (933 kg), has the following specifications: In 2008, the Exige S was replaced by the Exige S 240. Power output increased by 9% over the outgoing model to 240 bhp. The S 240 also received upgraded AP Racing brakes from the Exige Cup 240 and a larger roof scoop utilised by the Exige Cup 255. 0–60 mph times improved to 4.0 seconds. The S 240 base manufacturer suggested retail price was $65,690. The Exige S 260 produced an additional 7% power output over the S 240 resulting in 256 bhp. Even with a full fuel tank, extensive use of weight-saving materials such as carbon fiber reduced the vehicle’s gross weight to 916 kg (2,020 lb) compared to 942 kg (2,077 lb) in the S 240. It can accelerate from 0–60 mph in 4.0 seconds. After 2009, both the S 240 and S 260 received distinctively new and enlarged rear spoilers mounted to the rear clam instead of the motor bay cover. Countless limited edition models were produced, as well. A third generation car was launched in 2012.

MASERATI

The Maserati GranTurismo and GranCabrio (Tipo M145) are a series of a grand tourers produced from 2007 to 2019. They succeeded the 2-door V8 grand tourers offered by the company, the Maserati Coupé, and Spyder. The GranTurismo set a record for the most quickly developed car in the auto industry, going from design to production stage in just nine months. The reason being that Ferrari, after selling off Maserati to the Fiat Chrysler Group, took the designs of the proposed replacement of the Maserati Coupé and after some modifications, launched it as the Ferrari California. Unveiled at the 2007 Geneva Motor Show, the GranTurismo has a drag coefficient of 0.33. The model was initially equipped with a 4.2-litre V8 engine developed in conjunction with Ferrari. The engine generates a maximum power output of 405 PS and is equipped with a 6-speed ZF automatic transmission. The 2+2 body was derived from the Maserati M139 platform, also shared with the Maserati Quattroporte V, with double-wishbone front suspension and a multilink rear suspension. The grand tourer emphasises comfort in harmony with speed and driver-enjoyment. The better equipped S variant was unveiled at the 2008 Geneva Motor Show and features the enlarged 4.7-litre V8 engine shared with the Alfa Romeo 8C Competizione, rated at 440 PS at 7,000 rpm and 490 Nm (361 lb/ft) of torque at 4,750 rpm. At the time of its introduction, it was the most powerful road-legal Maserati offered for sale (excluding the homologation special MC12). The engine is mated to the 6-speed automated manual shared with the Ferrari F430. With the transaxle layout weight distribution improved to 47% front and 53% rear. The standard suspension set-up is fixed-setting steel dampers, with the Skyhook adaptive suspension available as an option along with a new exhaust system, and upgraded Brembo brakes. The seats were also offered with various leather and Alcantara trim options. The upgrades were made to make the car more powerful and more appealing to the buyers while increasing performance, with acceleration from 0–100 km/h (0–62 mph) happening in 4.9 seconds and a maximum speed of 295 km/h (183 mph). Aside from the power upgrades, the car featured new side skirts, unique 20-inch wheels unavailable on the standard car, a small boot lip spoiler, and black headlight clusters in place of the original silver. The variant was available in the North American market only for MY2009 with only 300 units offered for sale. The GranTurismo MC is the racing version of the GranTurismo S developed to compete in the FIA GT4 European Cup and is based on the Maserati MC concept. The car included a 6-point racing harness, 120 litre fuel tank, 380 mm (15.0 in) front and 326 mm (12.8 in) rear brake discs with 6-piston calipers at the front and 4-piston calipers at the rear, 18-inch racing wheels with 305/645/18 front and 305/680/18 rear tyres, carbon fibre bodywork and lexan windows throughout along with a race interior. All the weight-saving measures lower the weight to about 3,000 lb (1,361 kg). The car shares the 4.7-litre V8 engine from the GranTurismo S but is tuned to generate a maximum power output of 450 PS along with the 6-speed automated manual transmission. The GranTurismo MC was unveiled at the Paul Ricard Circuit in France. It went on sale in October, 2009 through the Maserati Corse programme. 15 GranTurismo MC racecars were developed, homologated for the European Cup and National Endurance Series, one of which was taken to be raced by GT motorsport organization Cool Victory in Dubai in January, 2010. Introduced in 2008, the GranTurismo MC Sport Line is a customisation programme based on the GranTurismo MC concept. Changes include front and rear carbon-fibre spoilers, carbon-fibre mirror housings and door handles, 20-inch wheels, carbon-fibre interior (steering wheel rim, paddle shifters, instrument panel, dashboard, door panels), stiffer springs, shock absorbers and anti-roll bars with custom Maserati Stability Programme software and 10 mm (0.4 in) lower height than GranTurismo S. The programme was initially offered for the GranTurismo S only, with the product line expanded to all GranTurismo variants and eventually all Maserati vehicles in 2009. Replacing both the GranTurismo S and S Automatic, the Granturismo Sport was unveiled in March 2012 at the Geneva Motor Show. The revised 4.7L engine is rated at 460 PS. The Sport features a unique MC Stradale-inspired front fascia, new headlights and new, sportier steering wheel and seats. The ZF six-speed automatic gearbox is now standard, while the six-speed automated manual transaxle is available as an option. The latter has steering column-mounted paddle-shifters, a feature that’s optional with the automatic gearbox. New redesigned front bumper and air splitter lowers drag coefficient from Cd=0.33 to 0.32. In September 2010, Maserati announced plans to unveil a new version of the GranTurismo – the MC Stradale – at the 2010 Paris Motor Show. The strictly two-seat MC Stradale is more powerful than the GranTurismo at 450 PS, friction reduction accounts for the increase, says Maserati, due to the strategic use of “diamond-like coating”, an antifriction technology derived from Formula 1, on wear parts such as the cams and followers. It is also 110 kg lighter (1,670 kg dry weight) from the GranTurismo, and more aerodynamic than any previous GranTurismo model – all with the same fuel consumption as the regular GranTurismo. In addition to two air intakes in the bonnet, the MC Stradale also receives a new front splitter and rear air dam for better aerodynamics, downforce, and improved cooling of carbon-ceramic brakes and engine. The body modifications make the car 48 mm (2 in) longer. The MC Race Shift 6-speed robotised manual gearbox (which shares its electronics and some of its hardware from the Ferrari 599 GTO) usually operates in an “auto” mode, but the driver can switch this to ‘sport’ or ‘race’ (shifting happening in 60 milliseconds in ‘race’ mode), which affects gearbox operations, suspension, traction control, and even the sound of the engine. The MC Stradale is the first GranTurismo to break the 300 km/h (186 mph) barrier, with a claimed top speed of 303 km/h (188 mph). The push for the Maserati GranTurismo MC Stradale came from existing Maserati customers who wanted a road-legal super sports car that looked and felt like the GT4, GTD, and Trofeo race cars. It has been confirmed by the Maserati head office that only 497 units of 2-seater MC Stradales were built in total from 2011 to 2013 in the world, Europe: 225 units, China: 45 units, Hong Kong: 12, Taiwan: 23 units, Japan: 33 units, Oceania: 15 units and 144 units in other countries. US market MC’s do not have the “Stradale” part of the name, and they are sold with a fully automatic six-speed transmission rather than the one available in the rest of the world. US market cars also do not come with carbon fibre lightweight seats like the rest of the world. The MC Stradale’s suspension is 8% stiffer and the car rides slightly lower than the GranTurismo S following feedback from racing drivers who appreciated the better grip and intuitive driving feel of the lower profile. Pirelli has custom-designed extra-wide 20-inch P Zero Corsa tyres to fit new flow-formed alloy wheels. The Brembo braking system with carbon-ceramic discs weighs around 60% less than the traditional system with steel discs. The front is equipped with 380 x 34 mm ventilated discs, operated by a 6 piston caliper. The rear discs measure 360 x 32 mm with four-piston calipers. The stopping distance is 33 m at 100 km/h (62 mph) with an average deceleration of 1.2g. At the 2013 Geneva Motor Show, an update to the GranTurismo MC Stradale was unveiled. It features an updated 4.7 litre V8 engine rated at 460 PS at 7,000 rpm and 520 Nm (384 lb/ft) of torque at 4,750 rpm, as well as the MC Race Shift 6-speed robotized manual gearbox which shifts in 60 milliseconds in ‘race’ mode. The top speed is 303 km/h (188 mph). All models were built at the historic factory in viale Ciro Menotti in Modena. A total of 28,805 GranTurismos and 11,715 units of the convertible were produced. The final production example of the GranTurismo, called Zéda, was presented painted in a gradient of blue, black and white colours.

McLAREN

The MP4 12C was the first ever production car wholly designed and built by McLaren, and their first production road car produced since the McLaren F1, which ended production in 1998. McLaren started developing the car in 2007 and secretly purchased a Ferrari 360 to use as a test mule. The mule called MV1 was used to test the 3.8-litre twin-turbocharged V8 engine. The car also featured side vents for additional cooling which were later incorporated in the final production model. Later in the year, the company purchased an Ultima GTR to test the braking system and suspension components, that mule was called the MV2. The space frame and body of that car were modified in order to accommodate the new components. Later another prototype was purchased which was another Ferrari 360 dubbed the MV3 which was used to test the exhaust system. McLaren then built two prototypes themselves called CP1 and CP2 incorporating the Carbon Monocell monocoque which were used for testing the heat management system and performance. The MP4-12C features a carbon fibre composite chassis, and is powered by a longitudinally-mounted Rear mid-engine, rear-wheel-drive layout McLaren M838T 3.8 litre twin-turbocharged V8 engine, developing approximately 600 PS (592 bhp) at 7500 rpm and around 600 Nm (443 lb/ft) of torque at 5600 rpm. The car makes use of Formula 1-sourced technologies such as “brake steer”, where the inside rear wheel is braked during fast cornering to reduce understeer. Power is transmitted to the wheels through a seven-speed dual-clutch transmission. The entire drivetrain is the first to be entirely designed and produced in house by McLaren. The chassis is based around a F1 style one-piece carbon fibre tub, called the Carbon MonoCell, weighing only 80 kg (176 lb). The MonoCell is made in a single pressing by using a set of patented processes, using Bi-Axial and Tri-Axial carbon fibre multi-axial fabrics produced by Formax UK Ltd. with the MonoCell manufactured by Carbo Tech in Salzburg, Austria. This has reduced the time required to produce a MonoCell from 3,000 hours for the F1 and 500 hours for the Mercedes-Benz SLR McLaren, to 4 hours for the MP4-12C. The McLaren MP4-12C utilizes a unique hydraulic configuration to suspend the vehicle as opposed to more traditional coil springs, dampers and anti-roll bars. What McLaren has called “ProActive Chassis Control,” the system consists of an array of high and low pressure valves interconnected from both left to right and front to back, and the typical anti-roll bars were omitted entirely. When high pressure meets high pressure under roll conditions, stiffness results; and subsequently when high pressure meets low under heave and warp, more give is allowed, ultimately providing a firmer, competent suspension setup in spirited driving, and a very plush, compliant and comfortable ride when moving at slower, constant speeds. The car has a conventional two side-by-side seating arrangement, unlike its predecessor the McLaren F1 which featured an irregular three seat formation (front centre, two behind either side). To make up for this however, the car’s central console is narrower than in other cars, seating the driver closer to the centre. Interior trim and materials can be specified in asymmetric configuration – known as “Driver Zone”. The final car was unveiled to the public on 9 September 2009 before the company’s launch in 2010. A convertible version of the car called the MP4-12C Spider, as added to the range in 2012. The name’s former prefix ‘MP4’ has been the chassis designation for all McLaren Formula 1 cars since 1981. ‘MP4′ stands for McLaren Project 4 as a result of the merger between Ron Dennis’ Project 4 organisation with McLaren. The ’12’ refers to McLaren’s internal Vehicle Performance Index through which it rates key performance criteria both for competitors and for its own cars. The criteria combine power, weight, emissions, and aerodynamic efficiency. The coalition of all these values delivers an overall performance index that has been used as a benchmark throughout the car’s development. The ‘C’ refers to Carbon, highlighting the application of carbon fibre technology to the future range of McLaren sports cars. At the end of 2012, the name of the MP4-12C was reduced to 12C – that name is usually used when referring to the coupe. The open-top version now being called the 12C Spider.

MORGAN

PEUGEOT

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

PORSCHE

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.

Porsche unveiled the latest Boxster Spyder based on the 981 Boxster in April 2015 at the New York Auto Show. The Spyder is a lightweight high performance version of the Boxster and the lightest Porsche in the model lineup at the time, weighing 1,315 kg (2,899 lb). It is powered by the largest and most powerful engine used in a Boxster at the time, a 3.8 litre flat-6 shared with the Cayman GT4 and 911 Carrera S, rated at 375 hp. This allowed the car to attain a top speed of 290 km/h (180 mph). The Spyder is only available with a 6 speed manual transmission. The styling of the car is similar to the previous generation Spyder, continuing the twin hump rear deck and manually operated canvas top. It also shares some styling with the Cayman GT4, using the same front and rear fascia. The Spyder’s lightweight design was achieved through the use of aluminum doors and rear boot lid, a manually operated canvas soft top with electronic assist, and unique lightweight 20 inch wheels. The manual soft top results in a weight saving of 24 lb (11 kg) over the standard Boxster’s electric powered top. Interior door handles were replaced with nylon door pulls for a weight savings of 1.2 lb (1 kg). The air conditioning and audio system were also removed, although they could be added as no cost options. Total weight savings amounted to 66 lb (30 kg) when compared to a manual-equipped Boxster GTS despite the Spyder’s upsized engine and chassis upgrades. The Spyder is the only model from the 981 generation to feature an updated faster ratio steering rack shared with 911 Turbo S for improved steering response and feel. It is equipped with a smaller diameter GT steering wheel used in both the 911 GT3 and Cayman GT4. The Spyder’s brakes are enlarged over other Boxster models, using six-piston calipers with 340 mm rotors at the front and four-piston calipers with 330 mm rotors at the rear shared with the 911 Carrera S. The Spyder features a sports suspension with 20mm lower ride height than the standard Boxster. A limited slip differential with Porsche Torque Vectoring shared with the Cayman GT4 was also used. Reception was positive with high marks for its lightweight chassis and handling balance. Some reviewers preferred the Boxster Spyder’s chassis setup to the Cayman GT4’s, even if the latter has more ultimate grip. The Spyder was a limited-production model with 2,486 units in total made with 829 of those destined for North America.

RENAULT-ALPINE

Among the still current cars present here was this examples of the latest A110

SKODA

The Škoda 105, Škoda 120 and Škoda 125 were three variations of a rear-engined, rear-wheel drive small family car that was produced by Czechoslovakian car manufacturer AZNP in Mladá Boleslav, Czechoslovakia between 1976 and 1990. Engine sizes were 1.05 and 1.2 litres respectively. The range was face lifted in 1984 with a revised design and engine improvements, together with the introduction of a new 1.3 liter version known as the Škoda 130. The related models followed in 1987 with the Škoda 130/135/136. All 105/120/125 and 130 models known by their Škoda internal reference as Type 742, and the later 135 and 136 models as Type 746. In the UK, the 105/120 models were known as the Super Estelle until 1984, when the face-lifted models were called Estelle Two. In the early 1970s, Škoda had originally intended to produce their successor to the S100/110 as a front-engined front-wheel drive model. However, because of the lack of funding (Škoda had even applied for license in Moscow to produce their new car with a front-engine and front-wheel drive), Škoda was refused a licence and was forced to update the earlier S100/110 saloon models. The main reason Škoda was not granted a licence to produce their new car was because it would have turned out to be a thoroughly more modern car than any other car from the Soviet Union, something which the Russians wouldn’t have been too happy about. At that time, most cars from the Soviet Union had either a front engine driving the rear wheels or a rear engine driving the rear wheels. There was even a front-engined front-wheel drive Škoda 105/120 prototype, which looked almost identical to the rear-engined one. Because imports were banned, Škoda would not have had the proper resources or technology to produce a front-engined car with front-wheel drive. The Škoda 105/120 went into production in August 1976. Despite being basically the same as the previous S100/110 under the skin, the new cars featured a lot of improvements, such as a front-mounted radiator with a thermostatic fan. The heating unit was now inside the dashboard, and the fuel tank was now underneath the rear seat. All models had much the same mechanical specification as the previous models, with a 4-speed gearbox, independent suspension at the front, worm-and-drive steering, and swing-axle rear suspension. An interesting feature found on the 105/120 was the side-hinged bonnet, which opened up like the top of a concert piano. The Škoda 105/120 was initially available in three model forms with a choice of two engines: the 105 S and 105 L were powered by the 1046cc 44 bhp engine, while the 120 L was powered by the 1174cc 49 bhp engine. The 120 LS and 120 GLS models, which had the more powerful 1174cc 54 bhp engine and higher levels of equipment, joined the line-up in 1977 and 1978 respectively. The cars were initially criticised for unpredictable handling “at the limit” but it is unlikely that most motorists would notice anything untoward under normal conditions. The cars continued to win their class with monotonous regularity on international rallies, and were increasingly popular with budget-conscious motorists across Europe. The location of the radiator at the front of the car had the advantage of cooling the engine much more efficiently on the motorway. However, because it was much more complex than in the earlier models, the cooling system was very prone to airlocks, which often led to overheating and even head gasket failure. Rugged and robust vehicles, they were designed for the often poor quality roads of Soviet-dominated Central and Eastern Europe, where the best traction layout of a two-wheel drive car is a significant benefit. They were once a common sight in Czech Republic, Slovakia, Hungary and Poland. Even enthusiasts for the marque would agree that quality control could sometimes have been improved in this era. It was these cars that inspired the famous Škoda jokes, but re-evaluation of the models with the benefit of many years hindsight means that the cars are much more highly regarded today. The existing 105/120 lineup was joined with the 120 LS in 1977. It had a more powerful 54bhp version of the 1174cc engine from the 120 L as well as a higher equipment level. April 1978 saw the arrival of the top-spec 120 GLS as well as the 120 standard model. In March 1981, the 105 GL was added to the lineup. It was mechanically identical to the existing 105 S and 105 L models only it featured the equipment specification of the 120 GLS model. Both the 105 GL and the 120 GLS were given black bumpers and horizontal taillights. In November 1981, the range was supplemented by an attractive Škoda Garde coupé, which was equipped with the 1174 cc, 54 bhp (55 PS) engine from the 120 LS and 120 GLS Saloon models. This had much improved semi-trailing arm rear suspension, and paved the way for the 130-136 models of the late 1980s. The later coupé Škoda Rapid was a facelifted version of Škoda Garde. In November 1982, the 105 SP and 120 LE were added to the range. The 105 SP essentially a commercial version of the 105 S, having no rear seats and no glass just solid metal in the rear doors; it was only available in Czechoslovakia, sometimes used for postal delivery. The 120 LE was identical to the 120 L but with a modified top gear ratio to improve fuel economy (hence ‘E’ for Economic). The Škoda 130 models followed in 1984 and introduced many improvements into the existing 105/120 range. The very first Škoda 130 models were introduced in August 1984, shortly after the earlier Škoda 105/120 models were given a mild revamp. Developed from the earlier Škoda 105/120 models (some of which continued [alongside the Škoda 130 models] in production, like the 105S, 105L, 120L, 120GL, 120LS, 120LX and 120GLS), the 130 series used a new 1289 cc engine (which produced 58 bhp, and which was just an enlarged version of the 1174 cc engine used in the 120 series); this 1289 cc engine also saw use in the car’s successor, the Škoda Favorit. In addition, the rear suspension was now redesigned to a semi-trailing arm layout, and the track of the car was widened to 55 inches (1395 mm). 5 speed gearboxes and “four pot” front brake disc calipers were other updates. The new models countered the earlier criticism that had been made in some quarters of tail-happy handling, with the prominent UK motoring magazine “Autocar and Motor” remarking in 1988 that the new 136 Rapid model “handles like a Porsche 911”. In 1987, with the introduction of the new Škoda Favorit, the Škoda 105/120 series was trimmed to just the 105 L, 105 SP, 120 L and 120 GL. The 125 L (which was identical to the 120 L but with a 5-speed gearbox) was added in October 1988 and was the final model to evolve from the 105/120 series. From 1989 onward, production of the 105/120 series was gradually wound down as production of the Škoda Favorit progressed. Production of the 105 SP had ended in July 1988, followed by the 105 L and 120 GL in January and November 1989. The 120 L and 125 L (the last remaining models of the 120/125 series) were finally discontinued in January 1990. After a production run of fourteen years, which included a total of 1,961,295 cars (counting just the Škoda 105/120/125 series cars alone), production of the 120 L and 125 L (the last remaining models of the Škoda 120/125 series) ended in January 1990.

SUBARU

This is a P1 version of the first generation Impreza. To counter the grey imports of high-performance Japanese variants, Subaru UK commissioned Prodrive to produce a limited edition of 1,000 two-door cars in Sonic Blue, called the WRX “P1”. Released in March 2000, they were taken from the STI Type R lines and used for the P1. The car was the only coupé version of the WRX STI GC chassis to receive ABS. In order to allow for ABS, the DCCD was dropped. Engine output was boosted to 276 bhp, and the suspension optimised for British roads. Options were available from Subaru consisting of four-piston front brake calipers, electric Recaro seats, 18-inch wheels and a P1 stamped backbox. The P1, or Prodrive One, is echoed in the name of the Prodrive P2 concept car. They are among the most sought after of all Subaru Impreza models now.

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.

TOYOTA

There were a couple of current Toyota models here, the Yaris GR and the GR86.

TRIUMPH

Successor to the TR3a, and code named “Zest” during development, the TR4 was based on the chassis and drivetrain of the previous TR sports cars, but with a modern Michelotti styled body. The TR 4 engine was carried over from the earlier TR2/3 models, but the displacement was increased from 1991cc to 2138 cc by increasing the bore size. Gradual improvements in the manifolds and cylinder head allowed for some improvements culminating in the TR4A model. The 1991 cc engine became a no-cost option for those cars destined to race in the under-two-litre classes of the day. Some cars were fitted with vane-type superchargers, as the three main bearing engine was liable to crankshaft failure if revved beyond 6,500 rpm; superchargers allowed a TR4 to produce much more horse-power and torque at relatively modest revolutions. The standard engine produced 105 bhp but, supercharged and otherwise performance-tuned, a 2.2-litre I4 version could produce in excess of 200 bhp at the flywheel. The TR4, in common with its predecessors, was fitted with a wet-sleeve engine, so that for competition use the engine’s cubic capacity could be changed by swapping the cylinder liners and pistons, allowing a competitor to race under different capacity rules (i.e. below or above 2 litres for example). Other key improvements over the TR3 included a wider track front and rear, slightly larger standard engine displacement, full synchromesh on all forward gears, and rack and pinion steering. In addition, the optional Laycock de Normanville electrically operated overdrive Laycock Overdrive could now be selected for 2nd and 3rd gear as well as 4th, effectively providing the TR4 with a seven-speed manual close ratio gearbox. The TR4 was originally fitted with 15×4.5″ disc wheels. Optional 48-lace wire wheels could be ordered painted the same colour as the car’s bodywork (rare), stove-enamelled (matte silver with chrome spinners, most common) or in matte or polished chrome finishes (originally rare, but now more commonly fitted). The most typical tyre originally fitted was 590-15 bias ply or optional radial tires. In the US at one point, American Racing alloy (magnesium and aluminium) wheels were offered as an option, in 15×5.5″ or 15×6″ size. Tyres were a problem for original owners who opted for 60-spoke wire wheels, as the correct size radial-ply tyre for the factory rims was 155-15, an odd-sized tyre at the time only available from Michelin at considerable expense. Some original TR4 sales literature says the original radial size was 165-15. The much more common 185-15 radials were too wide to be fitted safely. As a result, many owners had new and wider rims fitted and their wheels re-laced. The new TR4 body style did away with the classical cutaway door design of the previous TRs to allow for wind-down windows (in place of less convenient side-curtains), and the angular rear allowed a boot with considerable capacity for a sports car. Advanced features included the use of adjustable fascia ventilation, and the option of a unique hard top that consisted of a fixed glass rear window (called a backlight) with an integral rollbar and a detachable, steel centre panel (aluminium for the first 500 units). This was the first such roof system on a production car and preceded by 5 years the Porsche 911/912 Targa, which has since become a generic name for this style of top. On the TR4 the rigid roof panel was replaceable with an easily folded and stowed vinyl insert and supporting frame called a Surrey Top. The entire hard top assembly is often mistakenly referred to as a Surrey Top. In original factory parts catalogues the rigid top and backlight assembly is listed as the Hard Top kit. The vinyl insert and frame are offered separately as a Surrey Top. Features such as wind-down windows were seen as a necessary step forward to meet competition and achieve good sales in the important US market, where the vast majority of TR4s were eventually sold. Dealers had concerns that buyers might not fully appreciate the new amenities, therefore a special short run of TR3As (commonly called TR3Bs) was produced in 1961 and ’62. The TR4 proved very successful and continued the rugged, “hairy-chested” image that the previous TRs had enjoyed. 40,253 cars were built during production years. Most were sold new to the US, but plenty have returned, and it is estimated that there are not far short of 900 examples of the model in the UK at present.

VAUXHALL

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

VOLKSWAGEN

The Volkswagen Golf Mk4 (or VW Type 1J) is a compact car, the fourth generation of the Volkswagen Golf and the successor to the Volkswagen Golf Mk3. Launched in October 1997 for the 1998 model year, it was the best selling car in Europe in 2001 (though it slipped to second place, behind the Peugeot 206, in 2002). The Mk4 was a deliberate attempt to take the Volkswagen Golf series further upmarket, with a high-quality interior and higher equipment levels. It was replaced in late 2003 for the 2004 model year by the Volkswagen Golf Mk5 in European markets. However, manufacturing continued in South America and China for developing markets until 2014. As with the larger Passat, launched a year earlier, the MK4 Golf helped form a part of Volkswagen’s strategy of moving its products upmarket to plug a gap between mainstream economy cars and premium cars, with SEAT and Škoda, two other VW Group owned marques, poised to fill the gap below the new Golf. In fact, the quality of the Golf was comparable with the Audi A3,[citation needed] which was the first car based on this floor pan when it was launched a year earlier, but cost considerably more than most of its competitors. This generation of the Golf brought in the Haldex 4 Wheel Drive system, which was previously only available on Audi products, the system was used with the 1.9TDI Sport Engines, i.e. PD115 (then replaced by the PD130) and the PD150 Engines, (Codes: AJM/ASZ/ARL) and with the VR6 powered models. This featured a totally revised rear axle and rear floor pan, which was shared with the Audi TT 8N. This went on to be used in the R32 model in 2003–2004. This version of the Golf was the only version to do away with the GTD nameplate – there were Petrol and Diesel versions of the GTI, which featured slightly lowered suspension, the 1.8T or the 1.9 TDI (PD 150) and premium interior features like Climatronic, full leather, and wood trims, however it was not as sporty as the preceding generations of the GTI. As part of VW’s move upmarket, the firm down played the sportiness of the hatchback in favour of comfort. The Mk4 GTI is looked down upon because of this and VW restored the GTI’s reputation as a sporting hatch with the 25th Anniversary edition, and the Mk5 Golf that followed it. It was also one of the first Golfs to come with Xenon headlamps (optional) and rain sensing wipers at the end of its manufacturing in Europe, and along with this a full 12 year anti-corrosion warranty, which was rarely seen at this time. The Mk4 Golf was praised for its quality improvements, but was criticised for its handling characteristics, and was compared with the Mk1 Ford Focus of the time, which had an independent rear suspension in the 2WD models, unlike the Mk4 which had a torsion beam rear axle setup in the 2WD models. The Mk4 Golf platform remained to be widely used in the VW Group much after its demise in 2004 (2006 for the Bora and Variant models). The car seen here had the unusual V5 engine fitted.

The fifth generation Golf GTI features a 2.0 litre turbocharged inline 4-cylinder petrol engine with Fuel Stratified Injection (FSI) direct-injection technology, which produces 200PS (197 bhp). It is available in both 3-door and 5-door hatchback body shapes, and comes with a choice of either 6-speed manual or a 6-speed Direct-Shift Gearbox (DSG) which greatly reduces shift time to only 8ms. The concept GTI was first shown to the public at the Frankfurt Motor Show in 2003. The first production model was initially unveiled at the Mondial de l’Automobile in Paris in September 2004, and went on sale around the world shortly thereafter. At the Los Angeles Auto Show in January 2006, the GTI made its long-awaited North American debut in 3-door guise (a 5-door variant was eventually made available), where it is marketed solely under the ‘GTI’ moniker, with no reference to the Rabbit. The new GTI has a considerable price increase over the previous model, mainly due to the features mentioned above, and the fact that the exterior itself had not seen such a dramatic design change in years. The price is further raised because it is built in Germany, unlike the Mk4 some of which were built in Brazil. The innovative DSG transmission and the 200 PS (197 hp) TFSI engine all helped raise the retail price of the car. The Mk5 GTI was named 2007 Automobile of the Year by Automobile Magazine, in December 2006. This generation marked the only generation in Canada to have the GTI as a separate nameplate rather than a trim of the Golf. When Volkswagen announced the revival of the Golf in the US and Canada for the 2010 model year, Volkswagen reverted the GTI nameplate as a Golf trim, although the GTI remains a separate nameplate in the United States. Production ceased on introduction of the sixth generation model in 2008.

VOLVO

This is a nice example of the Volvo P1800, a sports car that was manufactured by Volvo Cars between 1961 and 1973. The car was a one-time venture by the usually sober Swedish Volvo, who already had a reputation for building sensible sedans. The project was originally started in 1957 because Volvo wanted a sports car to compete in the US and European markets, despite the fact that their previous attempt, the P1900, had failed to take off with only 68 cars sold. The man behind the project was an engineering consultant to Volvo, Helmer Petterson, who in the 1940s was responsible for the Volvo PV444. The design work was done by Helmer’s son Pelle Petterson, who worked at Pietro Frua at that time. Volvo insisted it was an Italian design by Frua and only officially recognised that it was by Pelle Petterson many years later. The Italian Carrozzeria Pietro Frua design firm (then a recently acquired subsidiary of Ghia) built the first three prototypes between September 1957 and early 1958, later designated by Volvo in September 1958: P958-X1, P958-X2 and P958-X3. In December 1957 Helmer Petterson drove X1, the first hand-built P1800 prototype to Osnabrück, West Germany, headquarters of Karmann. Petterson hoped that Karmann would be able to take on the tooling and building of the P1800. Karmann’s engineers had already been preparing working drawings from the wooden styling buck at Frua. Petterson and Volvo chief engineer Thor Berthelius met there, tested the car and discussed the construction with Karmann. They were ready to build it and this meant that the first cars could hit the market as early as December 1958. But in February, Karmann’s most important customer, Volkswagen forbade Karmann to take on the job, as they feared that the P1800 would compete with the sales of their own cars, and threatened to cancel all their contracts with Karmann if they took on this car. This setback almost caused the project to be abandoned. Other German firms, NSU, Drautz and Hanomag, were contacted but none was chosen because Volvo did not believe they met Volvo’s manufacturing quality-control standards. It began to appear that Volvo might never produce the P1800. This motivated Helmer Petterson to obtain financial backing from two financial firms with the intention of buying the components directly from Volvo and marketing the car himself. At this point Volvo had made no mention of the P1800 and the factory would not comment. Then a press release surfaced with a photo of the car, putting Volvo in a position where they had to acknowledge its existence. These events influenced the company to renew its efforts: the car was presented to the public for the first time at the Brussels Motor Show in January 1960 and Volvo turned to Jensen Motors, whose production lines were under-utilised, and they agreed a contract for 10,000 cars. The Linwood, Scotland, body plant of manufacturer Pressed Steel was in turn sub-contracted by Jensen to create the unibody shells, which were then taken by rail to be assembled at Jensen in West Bromwich. In September 1960, the first production P1800 left Jensen for an eager public. The engine was the B18, an 1800cc petrol engine, with dual SU carburettors, producing 100 hp. This variant (named B18B) had a higher compression ratio than the slightly less powerful twin-carb B18D used in the contemporary Amazon 122S, as well as a different camshaft. The ‘new’ B18 was actually developed from the existing B36 V8 engine used in Volvo trucks at the time. This cut production costs, as well as furnishing the P1800 with a strong engine boasting five main crankshaft bearings. The B18 was matched with the new and more robust M40 manual gearbox through 1963. From 1963 to 1972 the M41 gearbox with electrically actuated overdrive was a popular option. Two overdrive types were used, the D-Type through 1969, and the J-type through 1973. The J-type had a slightly shorter ratio of 0.797:1 as opposed to 0.756:1 for the D-type. The overdrive effectively gave the 1800 series a fifth gear, for improved fuel efficiency and decreased drivetrain wear. Cars without overdrive had a numerically lower-ratio differential, which had the interesting effect of giving them a somewhat higher top speed of just under 120 mph, than the more popular overdrive models. This was because the non-overdrive cars could reach the engine’s redline in top gear, while the overdrive-equipped cars could not, giving them a top speed of roughly 110 mph. As time progressed, Jensen had problems with quality control, so the contract was ended early after 6,000 cars had been built. In 1963 production was moved to Volvo’s Lundby Plant in Gothenburg and the car’s name was changed to 1800S (S standing for Sverige, or in English : Sweden). The engine was improved with an additional 8 hp. In 1966 the four-cylinder engine was updated to 115 PS, which meant the top speed increased to 109 mph. In 1969 the B18 engine was replaced with the 2-litre B20B variant of the B20 giving 118 bhp, though it kept the designation 1800S. For 1970 numerous changes came with the fuel-injected 1800E, which had the B20E engine with Bosch D-Jetronic fuel injection and a revised camshaft, and produced 130 bhp without sacrificing fuel economy. Top speed was around 118 mph and acceleration from 0–62 took 9.5 seconds. In addition, the 1970 model was the first 1800 with four-wheel disc brakes; till then the 1800 series had front discs and rear drums. Volvo introduced its final P1800 variant, the 1800ES, in 1972 as a two-door station wagon with a frameless, all-glass tailgate. The final design was chosen after two prototypes had been built by Sergio Coggiola and Pietro Frua. Frua’s prototype, Raketen (“the Rocket”), is located in the Volvo Museum. Both Italian prototypes were considered too futuristic, and instead in-house designer Jan Wilsgaard’s proposal was accepted. The ES engine was downgraded to 125 bhp by reducing the compression ratio with a thicker head gasket (engine variant B20F); although maximum power was slightly down the engine was less “peaky” and the car’s on-the-road performance was actually improved. The ES’s rear backrest folded down to create a long flat loading area. As an alternative to the usual four-speed plus overdrive manual transmission, a Borg-Warner three-speed automatic was available in the 1800ES. With stricter American safety and emissions standards looming for 1974, Volvo did not see fit to spend the considerable amount that would be necessary to redesign the small-volume 1800 ES. Only 8,077 examples of the ES were built in its two model years.

Not the largest turnout, but then that was to be expected, but a pleasant trip out (despite that stretch of flooded road) and the chance to stop off for a bite to eat en route home. Hopefully by the time of the next visit to this iconic location, the weather will be more spring like and there were will be more cars to see. I look forward to that.