With such a lot to see, my report on Rétromobile 2024 has had to be split into two parts. This is the second part and covers cars from L to Z.
LAMBORGHINI
This is a Miura, a car some will say was the first true supercar. For sure, this car, produced between 1966 and 1973, is widely considered to have instigated the trend of high performance, two-seater, mid-engined sports cars. When released, it was the fastest production road car available. The Miura was originally conceived by Lamborghini’s engineering team, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace who in 1965 put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince Lamborghini such a vehicle would neither be too expensive nor distract from the company’s focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more. The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis. Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine would fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the car locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400’s power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini’s reputation. The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name “Miura”, a famous type of fighting bull, was chosen, and featured in the company’s newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time company founder Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull. Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 litre Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 hp. Exactly 275 P400 were produced between 1966 and 1969 – a success for Lamborghini despite its then-steep price. Taking a cue from the Morris Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element. An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminium front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 hp. Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburettors. These gave the engine an additional 15 hp to a total of 380 hp. The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional LSD far easier. The SV can be distinguished from its predecessors from its lack of “eyelashes” around the headlamps, wider rear wings to accommodate the new 9-inch-wide rear wheels and Pirelli Cinturato tyres, and different taillights. 150 SVs were produced.
The Espada, a 4-seat grand touring coupé, arrived in 1968. The car was designed by Marcello Gandini at Bertone. Gandini drew inspiration and cues from two of his Bertone show cars from 1967, the Lamborghini Marzal and the Jaguar Piraña. The name “Espada” means “sword” in Spanish, referring to the sword that the Torero uses to kill the bull in the Corrida. During its ten years in production the car underwent some changes, and three different series were produced. These were the S1 (1968–1970), the S2 (1970–1972) and the S3 (1972–1978). Each model featured interior redesigns, while only minor details were changed on the exterior. The Espada was launched at the 1968 Geneva Motor Show. The original design of the dashboard was inspired by the Marzal concept car, and featured octagonal housings for the main instruments, topped by an additional binnacle for the secondary gauges. Wheels were Campagnolo alloys on knock-off hubs, of the same design seen on the Miura. The tail lights were the same units mounted on the first series Fiat 124 Sport Coupé. 186 were made up until January 1970. At the 1970 Brussels Motor Show Lamborghini unveiled the Espada S2. Outside the only change was the deletion of the grille covering the vertical glass tail panel. Inside changes were more radical: all-new dashboard, centre console and steering wheel were installed. The instrument binnacle was of a more conventional rectangular shape, with round gauges. A wood-trimmed fascia extended along the entire width of the dashboard. Power output increased to 350 PS (345 bhp) due to a higher 10.7:1 compression ratio; the brakes were upgraded to vented Girling discs. Power steering was offered as an option. 575 Series II Espada were made, making it the most popular and desirable variant. The Espada S3 was launched in 1972. Its 3.9 litre V12 engine produced 325 PS (321 bhp) With the second redesign the dashboard changed to a aluminium-trimmed cockpit that kept all instruments and most controls (including the radio) within easy reach of the driver. Newly designed wheels on five-stud hubs replaces the earlier knock-off wider wheels fitted with Pirelli Cinturato 215/70WR15 CN12 tyres, making the Espada S3 instantly recognisable; other exterior changes included the square instead of hexagonal mesh grille and tail lights from the Alfa Romeo 2000 replacing the previous Fiat-sourced ones. In 1974 a Borg Warner automatic transmission became available. From 1975 large impact bumpers had to be installed to meet United States safety requirements; some people consider cars produced with them as a separate fourth series, but Lamborghini did not officially change the model designation. In total, 1217 Espadas were made, making it the most successful Lamborghini model until the expansion of Countach production in the mid-1980s.
Which small boy (and perhaps car loving girl) did not lust after a Countach back in the 1970s and 1980s. A dramatic looking car, this was the stuff of dreams that you would only ever see at the London or NEC Motor Shows. Countach first made an appearance, as a concept in 1971, but it was 1973 before the production car made its debut, and despite unfortunate timing with fuel shortages and a recession, and a number of financial problems for its maker, the car sold well throughout its production life. The Countach entered production as the LP400 with a 3929 cc engine delivering 370 hp. The first production Countach was delivered to an Australian in 1974. Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini’s original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tyres of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model. The emblems at the rear simply read “Lamborghini” and “Countach”, with no engine displacement or valve arrangement markings as is found on later cars. By the end of 1977, the company had produced 158 Countach LP400s. In 1978, a new LP400 S model was introduced. Though the engine was slightly downgraded from the LP400 model (350 bhp), the most radical changes were in the exterior, where the tyres were replaced with 345/35R15 Pirelli P7 tyres; the widest tyres available on a production car at the time, and fibreglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 16 km/h (10 mph). Most owners ordered the wing. The LP400 S handling was improved by the wider tyres, which made the car more stable in cornering. Aesthetically, some prefer the slick lines of the original, while others prefer the more aggressive lines of the later models, beginning with the LP400 S. The standard emblems (“Lamborghini” and “Countach”) were kept at the rear, but an angular “S” emblem was added after the “Countach” on the right side. 1982 saw another improvement, this time giving a bigger, more powerful 4754 cc engine. The bodywork was unaltered, however the interior was given a refresh. This version of the car is sometimes called the 5000 S, which may cause confusion with the later 5000 QV. 321 of these cars were built. Two prototypes of the 1984 Countach Turbo S were built by Lamborghini, of which one is known to exist. The Turbo S weighed 1,515 kg (3,340 lb), while its 4.8 litre twin-turbo V12 had a claimed maximum power output of 758 PS and a torque output of 876 N·m (646 lb·ft), giving the car an acceleration of 0–100 km/h (0–62 mph) in 3.7 seconds and a top speed of 335 km/h (208 mph). A turbo adjuster, located beneath the steering wheel, could be used to adjust the boost pressure from 0.7 bar to 1.5 bar at which the engine performed its maximum power output. The Turbo S has 15″ wheels with 255/45 tyres on the front and 345/35 on the rear. In 1985 the engine design evolved again, as it was bored and stroked to 5167 cc and given four valves per cylinder—quattrovalvole in Italian, hence the model’s name, Countach 5000 Quattrovalvole or 5000 QV in short. The carburettors were moved from the sides to the top of the engine for better breathing—unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburettors were replaced with fuel injection. Although this change was the most notable on the exterior, the most prominent change under the engine cover was the introduction of fuel injection, with the Bosch K-Jetronic fuel injection, providing 414 bhp, rather than the six Weber carburettors providing 455 bhp. As for other markets, 1987 and 1988 model Quattrovalvoles received straked sideskirts. 610 cars were built.
At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark’s sharp edges and corners of Gandini’s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the “softened” shape that he would later realise his original design in the Cizeta-Moroder V16T. The car became known as the Diablo, carrying on Lamborghini’s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‘El Chicorro’ in Madrid on July 11, 1869 In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed “solely to be the biggest head-turner in the world.” The Diablo was presented to the public for sale on January 21, 1990. Its power came from a 5.7 litre 48-valve version of the existing Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing a maximum output of 499 PS and 580 N·m (428 lb/ft) of torque. The vehicle could reach 100 km/h in about 4.5 seconds, with a top speed of 202 mph. The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-moulded driver’s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set and an exclusive Breguet clock for the dash. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous centre differential (a modified version of LM002’s 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with a revised dashboard, electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical. Further updates would follow before the car gave way to the Murcielago in 2001. The Diablo sold in greater numbers than its predecessor with 2898 examples being made during its 11 year production life. There were several here, including the VT and the SV, a few of them were the late model cars with their faired-in headlights.
LANCIA
Built in 9 series over a 10 year period, the Lambda pioneered a number of technologies that soon became commonplace in our cars. For example, it was the first car to feature a load-bearing monocoque-type body, (but without a stressed roof) and it also pioneered the use of an independent suspension (the front sliding pillar with coil springs). Vincenzo Lancia even invented a shock absorber for the car and it had excellent four wheel brakes. The narrow angle V4 engine which powered is not something which was widely copied. Approximately 11,200 Lambdas were produced. Most of them had the open Torpedo style body, but some of the last Series 8 and 9 cars had Weyman saloon bodies.
This is a one-off DiLambda racing special, an original sports racing car with period race history from Asmara, Eritrea. In the 1930s, Eritrea in North Africa was an Italian colony and the capital, Asmara, was almost exclusively populated by Italians. One of their biggest passions was motor racing and the local automobile club arranged numerous hillclimbs and street races. Notable events included the 1937 Coppa del Governatore dell’Eritrea, a 26km hillclimb from Nefasit to Asmara, and the 1938 Coppa di Natale, won by Emilio Romano in his Alfa Romeo 8C 2300 Monza. This is the only known Dilambda racing special created in period, surviving as is, with its pared-back body and substantially reduced chassis. The car displays Vincenzo Lancia’s innovative sliding-pillar front suspension, a semi-monocoque chassis, compact 24-degree, 4-litre V8, and hydraulic drum brakes all round. The chassis has been skilfully shortened and narrowed. The usual Dilambda front cowl, suspension struts and bonnet have been streamlined with a lower profile. Its rugged construction, torquey engine and sophisticated suspension made it particularly well suited to the long, challenging hillclimbs of North Africa. Since the war, there had been a US base in Eritrea and the car was bought by a serviceman. It returned with him to the US, where it resided until 2020, relatively unknown to the broader public. Having been through the workshops of Historic Specialist Walter Heale, it is now back in the running condition it deserves, it retains a wealth of original features and any non-period parts and finishes have been replaced with the utmost care and attention to detail. The period racing body work remains full in tact. Hammer marks still beautifully adorn the inside of the rear clamshell. The grey green body colour is matched to a sample found underneath the later layers, and is in a period correct cellulose finish.
The Lancia Astura is a passenger car produced by Italian automobile manufacturer Lancia between 1931 and 1939. Lancia replaced the Lambda model with two models: the four-cylinder Artena and the larger, V8-powered Astura. Both of these models were introduced at the Paris Motor Show in 1931. The Astura chassis was used by various coachbuilders to create coupes, convertibles and sedans. The Astura evolved over four series: First series, built between 1931 and 1932 with 496 units made; Second series, built between 1932 and 1933 with 750 units made. The engine mountings were modified for this generation to reduce noise and vibration; Third series, built between 1933 and 1937 with 1,243 units made. The third-generation Astura was offered in short-wheelbase and long-wheelbase variants, and was powered by a new, larger engine; Fourth series, built between 1937 and 1939 with 423 units made. Only offered in long-wheelbase. First- and second-generation Asturas are powered by a 72 hp 2.6-litre 19° V8 engine, while third- and fourth-generation models are powered by a 3.0-liter 17° V8 capable of 82 hp.
This is a 1947 Lancia Aprilia Monviso. A unique Art Deco-style coupé that has spent years hidden away in a private collection, this Aprilia was bodied by coachbuilder Monviso and is now for sale at Italian classic car specialist Ruote da Sogno. Founded in 1947 and bought by Ghia just seven years later, Monviso primarily built bodies for the Fiat 1100.
The Appia was a small car that was made between 1953 and 1963, in three distinct Series. First series Appias were only offered in factory body styles, but this changed with the second and third series Appias, which were also built as a platform chassis intended for coachbuilt bodies. Towards the end of 1955 a first batch of 14 chassis based on the brand new second series Appia were built and handed over to some of the most prominent coachbuilders of the time: Allemano, Boano, Ghia Aigle, Motto, Pininfarina, Vignale and Zagato. Initially all fourteen chassis were coded Tipo 812.00, based on standard saloon mechanicals; five of were upgraded to a more powerful 53 PS engine and floor-mounted gearchange, and given the new type designation 812.01. At the April 1956 Turin Motor Show, a month after the successful introduction of the second series Appia in Geneva, five specially bodied Appias were shown: a coupé and a two-door saloon by Vignale, a coupé each from Pininfarina, Boano and Zagato. Between Spring 1956 and Spring 1957 the coachbuilders presented their one-off interpretations of the Appia at various motor shows. Later more 812.01 chassis were built, bringing the total of unique to thirteen. Of the coachbuilders who had worked on the first fourteen chassis, two were selected by Lancia to produce special Appia body styles: Pininfarina for the coupé, and Vignale for the convertible. Their nearly definitive proposals debuted at the March 1957 Geneva Motor Show, and soon went into limited series production. Built by their respective designers on chassis supplied by Lancia, these were included in Lancia’s own catalogue and regularly sold through Lancia dealerships. In the later years other variants were added to the official portfolio: Vignale’s Lusso, Zagato’s GTE and Sport, and Viotti’s Giardinetta. All of these variants were built on the 812.01 type chassis with the more powerful engine and floor change; when the third series saloon debuted its mechanical upgrades were transferred to the chassis, and the engine gained one horsepower 54 PS. In early 1960 a revised, more powerful engine was adopted thanks to a new Weber carburettor and an inlet manifold with a duct per each cylinder. In total 5,161 Appia chassis for coachbuilders were made.
Designed by Vittorio Jano, the Lancia Aurelia was launched in 1950 and production lasted until the summer of 1958.The very first Aurelias were the B10 Berlinas. They used the first production V6 engine, a 60° design developed by Francesco de Virgilio who was, between 1943 and 1948 a Lancia engineer, and who worked under Jano. The first cars had a capacity of 1754 cc, and generated 56 hp. During production, capacity grew from 1.8 litres to 2.5 litres across six distinct Series. Prototype engines used a bore and stroke of 68 mm x 72 mm for 1569 cc; these were tested between 1946 and 1948. It was an all-alloy pushrod design with a single camshaft between the cylinder banks. A hemispherical combustion chamber and in-line valves were used. A single Solex or Weber carburettor completed the engine. Some uprated 1991 cc models were fitted with twin carburettors. At the rear was an innovative combination transaxle with the gearbox, clutch, differential, and inboard-mounted drum brakes. The front suspension was a sliding pillar design, with rear semi-trailing arms replaced by a de Dion tube in the Fourth series. The Aurelia was also first car to be fitted with radial tyres as standard equipment. Aurelia was named after Via Aurelia, a Roman road leading from Rome to France. The B21 version was released in 1951 with a larger 1991 cc 70 hp engine and a 2-door B20 GT coupé appeared that same year. It had a shorter wheelbase and a Ghia-designed, Pininfarina-built body. The same 1991 cc engine produced 75 hp in the B20. In all, 500 first series Aurelias were produced. This is generally believed to the first car to use the name GT, or Gran Turismo. The B20 GT Aurelia had a successful career in motorsport, too. In the 1951 Mille Miglia the 2-litre Aurelia, driven by Giovanni Bracco and Umberto Maglioli, finished 2nd beaten only by the Ferrari America. The same year it took first in class and 12th overall at LeMans. Modified Aurelias took the first three places on 1952’s Targa Florio with Felice Bonetto as the winner and another win on Lièges-Rome-Lièges of 1953.
One of the prettiest cars ever built, in my opinion, was the Aurelia B24 Spider. Based on the chassis of the Aurelia B20 GT, and designed by Pininfarina, the B24 Spider was produced only in 1954-1955, just 240 of them were built before a cheaper Aurelia Convertible would replace it. The difference between them is that the Spider has the wrap around panoramic front windscreen, distinctive 2 part chrome bumpers, removable side screens and soft top. 181 of them were LHD cars with B24S (‘sinistra’) designation; and the remaining 59 cars were RHD. All were equipped with 2,451cc engines. A really nice Spider nice now is worth hundreds of thousands of £ and it is not hard to see why. There was a Convertible version here, too.
Replacing the Aurelia was the Flaminia, which although superficially similar to its illustrious predecessor and materially “better” in just about every respect, never managed to capture buyers’ imaginations in the same way when new, and even now, it has to play second fiddle to the older car. The first model in the range was the Berlina, which was launched at the 1957 Geneva Show. It had a Pininfarina styled body which took much inspiration from the Florida concept car that had been shown in the previous year. Much was new under the skin. Its larger 2.5 litre 100 bhp V6 engine was new in detail, and was designed to allow for further increases in capacity, which would come in time. I was smoother than the Aurelia engines and had more torque, and with better cylinder head design and revised cooling, it was more robust, as well. There was synchromesh on all four gears. Lancia’s famous sliding pillar suspension was banished in favour of unequal length wishbones and coil springs which required less maintenance and were more refined. But the car was heavy, and complex, and exceedingly expensive. Lancia thought that their customers would pay a premium for “the best”, but tastes were changing, and the Berlina was never a strong seller, with fewer than 3000 of them being constructed, most of them being the first series cars. Just 549 of the later second series model with 110 bhp and disc brakes were made between 1961 and 1963, hardly surprising when the car cost more than a Rolls Royce Silver Cloud, as it did in the UK. The later cars had a 2.8 litre engine and 125 bhp, and just 599 of these were made between 1963 and 1968. There was more success with the coachbuilt two door variants which joined the range. The most successful of these, the Pininfarina Coupe, was the first to appear. This was made between 1959 and 1967, during which time 5284 of these mostly steel-bodied cars were constructed. In many ways they were very like the Berlina, just a bit smaller, though there was a floor mounted gear lever, and the cars had more power. The first 3200 of them had a 119 bhp single carb engine with a sport camshaft. Later 3Bs had a triple choke Solex from 1962 and the power went up to 136 bhp. It was only a year after the Pininfarina car’s debut when Touring of Milan announced their Flaminia models. These aluminium bodied cars were sold in three distinct variants between 1960 and 1965. The single carburettor GT was followed by a Convertible in 1960, both of them uprated to 140 bhp triple Weber 3C spec in 1961. The 2.8 litre 3C took over in 1963 and were supplemented by a new 2+2 version called the GTL, with a taller roofline, front-hinged bonnet, longer doors and more substantial seats. It is the rarest of all Flaminia models, with just 300 made. The styling house to offer a car was Zagato, with their Sports and SuperSports. Only 526 were made and there is a complicated production history which probably shows the sort of chaotic thinking that was going on at Lancia and which would lead to is bankruptcy and take over by Fiat in 1969. The first 99 Sports had faired-in headlights and the 119 bhp engine. From 1960 another 100 cars were built with expose lights until the introduction of the Sport 3C with the 140 bhp triple carb. Zagato made 174 of those in 1962 and 1963, still with the exposed lights. The faired-in lights returned in 1964 on the SuperSport, which also had a Kamm tail, and with DCN Webers this one put out 150 bhp. 150 of these were made between 1964 and 1967. Many of the earlier cars were upgraded early in their life, so if you see one now, you cannot be totally sure of is true origin. Production of the car ceased in 1970, with fewer than 13,000 Flaminia of all types having been built. These days, the cost to restore them properly – and it is a huge job – exceeds the value of most of them, by some margin, as Berlina and Coupe models tend not to sell for more than £30k. The Zagato cars are a different matter, and when they come up for sale, routinely go for over £300k. The Touring cars – considered by most to be the prettiest tend to be around £100k for the GT and another 50 – 80k for a convertible – a long way from the value of an Aston Martin DB4 Volante, which cost roughly the same when new.
The Fulvia Coupé was a compact two-door, three-box coupé introduced in 1965. Like the saloon it was designed in-house by Piero Castagnero, using a wheelbase 150 mm (5.9 in) shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé. The 1965–67 cars were equipped with a 1,216 cc 818.100 engine—from 1967 enlarged to 1,231 cc—producing 79 hp at 6,000 rpm. The same engines were subsequently used on the Berlina GT. The Coupé HF of 1966–67 was the competition version of the coupé, introduced later in 1965. It carried a tuned version of the 1,216 cc engine producing 87 hp at 6,000 rpm. Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. The Rallye 1.3 HF of 1967–69 had a new 1,298 cc engine with 100 hp at 6,400 rpm. The Rallye 1.3 of 1967–68 was an updated coupé with the 818.302 1,298 cc engine with 86 hp at 6,000 rpm. The Rallye 1.3 S of 1968–70 was an updated, more powerful Rallye 1.3 with a new 818.303 1,298 cc engine producing 91 hp at 6,000 rpm. There was also the Rallye 1.6 HF of 1969–70. Known as Fanalone (“big lamps”) because of the characteristic upsized inner pair of headlamps. The evolution of Rallye 1.3 HF, equipped with an all-new 818.540 1,584 cc engine producing 113 hp at 6,500 rpm. Other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The Rallye 1.6 HF of 1969–70 was a works rally-spec Fanalone, produced in very limited numbers. The most powerful Fulvia with a 1,584 cc engine producing up to 130 hp depending on tune. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF. 45 mm bore Solex carburettors were used that were later replaced by 45 DCOE Webers. The cam cover had a special blue stripe over the yellow paint job (HF cars had just a yellow paint job). The Series II cars first appeared in 1970. For the Coupé 1.3 S of 1970–73, there was a face-lifted body and new 5 speed gearbox with 1298 cc (818.303) engine producing 89 hp at 6000 rpm. Larger Girling callipers and pads replaced the Dunlop system fitted to 1st series cars. The Coupé 1.3 S Montecarlo of 1972–73 was a special edition based on the 1.3 S, commemorating Lancia’s victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted. The Coupé 1600 HF of 1970 had the face-lifted all steel body with 1,584 cc engine with Solex C42DDHF carb producing 113 hp at 6,000 rpm. The bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series HFs). There was a further update creating the Coupé Series 3. This was introduced in 1974 and was mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for “Fulvia 3” badges, it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options. There was a Coupé 3 Montecarlo between 1974–76 which was as the earlier Montecarlo, but with Coupé 3 accoutrements. And finally there was the Safari between 1974–76. A limited edition based on the standard Coupé 3 with simplified trim and equipment, celebrating Fulvia’s participation in the Safari Rally. It came without bumpers, with matte black exterior trim, seats upholstered in denim cloth and leatherette, exterior badges on the bonnet and on the boot lid and also a special numbered plaque on the dashboard.
The Fulvia Sport was a fastback two-seater based on Coupé mechanicals, built for Lancia by Zagato — where it had also been designed, by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions. Three peculiarities of the Sport body were the engine bonnet, which was hinged to the right-hand side, the rear hatch, which could be lifted electrically by a handful of centimetres to aid cabin ventilation, and the spare wheel, which was housed in a separate compartment and accessed from a rotating panel which held the rear number plate. The tail lights were sourced from the NSU Prinz 4. Introduced at the 1965 Turin Motor Show, the first Sport had an all-aluminium alloy bodyshell and used the coupé’s 1.2-litre (1,216 cc) engine. Inside it reprised the wood-trimmed dashboard of the coupé, and featured two small bucket seats of Zagato’s own design. Just 202 were made in total. In 1966 the Sport was upgraded to an 818.302 1,298 cc engine from the Rallye 1.3, producing 87 hp at 6,000 rpm. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines), but later ones were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver’s side front wing. An updated Sport 1.3 with 1,298 cc engine producing 92 hp at 6,000 rpm. These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain. The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato’s most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, a side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps. There was also a Lancia Fulvia Sport 1600 Zagato produced in 1971–72. This the top of the range, with 1,584 cc engine from the HF, producing 115 hp. With a top speed of 118 mph (190 km/h), this version was the fastest production Fulvia ever produced. The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. Some of these new fixtures—like the black grille and door handles—found their way on late 1.3 S examples. Inside the 1600 had an oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.
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
The Lancia Pu+Ra HPE is a concept car revealed on April 15, 2023. It showcases the styling and technology of future production models, including the all new Ypsilon EV. Pu+Ra refers to the brand’s new “pure and radical” design language, while HPE stands for “High Performance Electric” and commemorates the badge used by the Lancia Beta shooting brake. The three-pointed light front fascia is a reinterpretation of Lancia’s signature grille, and the pattern is carried over to other parts of the car such as the hubcaps. The rear features a steep trunk lid and circular taillights, directly inspired by the Stratos. Even the paint colour, a shade called Progressive Green, is a modernized version of Flaminia’s Azzurro Vincennes. The cabin, designed in collaboration with Italian furniture company Cassina, uses sustainable materials, in line with the concept’s eco-friendly philosophy.
This is not truly a Lancia, but an Automobili Amos Delta Futurista.
LIGIER
The Ligier JS2 is a mid-engined sports coupé that was built by Ligier in the French commune of Abrest near Vichy in the department of Allier between 1971 and 1975. Road-going and competition versions were built. Guy Ligier and racing teammate, business partner and close friend Jo Schlesser talked about together building a car that overcame the shortcomings of the cars they were driving. Following Schlesser’s death Ligier retired from racing and established Automobiles Ligier in 1968. The JS2 was the company’s second product, the first having been the JS1. That car was built on an aluminium chassis designed by Chief Engineer Michel Têtu with fibreglass bodywork by Frua. Four different engines were used at different times – two versions of the Cosworth FVA DOHC inline four-cylinder engine and two versions of the Ford Cologne OHV V6 engine. The Cosworths were mated to Hewland transaxles while the Fords were bolted to a modified transaxle from the Citroën SM. Due to there only ever being three JS1s built it was limited to racing in the Prototype class. To qualify to race in the GT class, 500 copies of a car had to have been built. Ligier’s plan was to reach that goal with the JS2. The letters in the name of the car, like the JS1 before it, are a tribute to Schlesser. The new car’s appearance was similar to that of the JS1. Bodywork was again by Frua, but Guy Ligier insisted that the proportions of the cabin be adjusted so that the car was not too wide and had a low centre of gravity and good outward visibility. His requirement that it also be practical necessitated wide doors for ease of access and a usable trunk. The road-car was built on a backbone chassis made of a layer of polyurethane foam sandwiched between sheets of steel. Suspension was by wishbones and coil springs on all four corners. Braking was by power-assisted discs. Anti-roll bars were mounted front and rear. Minor components like door-handles and tail-lights were sourced from major brands like Peugeot and Citroën. Weight is variously given as 980 or 1030 kg. The JS2’s first public showing was at the 1970 Salon de l’Auto in Paris. This car was powered by a 2.6 litre Ford V6. Ford was planning on using this engine in their own GT70, a mid-engined sports coupé being developed as a smaller companion to their successful GT40. Ford declined to supply engines to Ligier for the JS2. A deal was struck with Raymond Ravenel, managing director of Citroën, to use the Maserati C114 V6 from the SM in the JS2. This engine was designed by Giulio Alfieri of Maserati, which company Citroën had purchased in 1968. Alfieri produced a 90-degree DOHC V6 with hemispherical combustion chambers and 12 valves. Built from light alloy the engine displaced 2675 cc and weighed 140 kg (308.6 lb), but produced 170 CV. Têtu redesigned the rear cradle of the chassis to accommodate the Maserati engine, stretching the car by 50 mm. At the same time Ligier had coachbuilders Pichon-Parat made some final revisions to the car’s appearance. This revised JS2 with its new Italian motor debuted at the 1971 Salon de l’Auto. The car was priced at 74,000 francs (roughly US$13,350.00 at the time). The first cars were delivered in November 1972. 48 copies were built in 1972. In February 1973 the JS2 received a larger C114 engine shared with the Maserati Merak. Displacement was now up to 2965 cc, power up 25 CV to 195 CV, and the price up 500 francs to 74,500. 80 cars were built this year. In 1974 Ligier entered into an agreement to sell their cars through Citroën’s dealership network, which would also provide after-sales service. By the end of this year Citroën had also transferred assembly of the SM to Ligier’s factory in Abrest. 114 copies of the JS2 were built in 1974. In 1975 a revised “Series 2” JS2 debuted. The nose had been redesigned with hidden headlamps and the car received five-lug wheels. The price had risen to 80,000 francs. At the same time the 1973 Oil Crisis had caused the market for specialty vehicles to shrink dramatically. Only 7 of the Series 2 JS2s were built. Citroën, facing severe financial difficulties, was eventually forced to merge with Peugeot. One of the casualties of the merger was to be the SM. On May 22, 1975, Citroën issued an announcement saying that Maserati had been put into receivership. Control of the company eventually passed to De Tomaso, who would end production of the C114 V6, leaving Ligier without an engine for the JS2 and bringing production of the road-going model to an end.
LISTER
Beginning in 1954, company manager and racing driver Brian Lister brought out the first in a series of sports cars from a Cambridge iron works. Inspired by Cooper, he used a tubular ladder chassis, de Dion rear axle and inboard drum brakes. Like others, he used a tuned MG engine and stock gearbox. It made its debut at the British Empire Trophy at Oulton Park in 1954, with former MG driver Archie Scott Brown at the wheel. Later, Lister swapped in a Moore-tuned Bristol two-litre engine and knockoff wire wheels in place of the MG’s discs to improve performance. For the sports car race supporting the 1954 British Grand Prix at Silverstone, Scott Brown won the two-litre class and placed fifth overall behind only works Aston Martins. In 1955, a handful of Lister-Bristols were built with a new body built by an ex-Bristol employee with the aid of a wind tunnel. Despite its new fins and strakes, it was less successful than the original Lister-Bristol of 1954. Lister moved up to a six-cylinder motor from a Formula 2 Maserati A6GCS for their own car, while customers continued to receive the Bristol motor, sold for £3900. Lister also attempted single-seater racing with a multi-tube chassis powered by a Coventry-Climax motor and using an MG gearbox, but the car was a failure. For 1957, Lister redesigned the car around a 3.4 litre Jaguar D-type XK inline-six, with an aerodynamic aluminium body. It was tested by racing journalist John Bolster, performing a 0–100 mph (0–160 km/h) run in 11.2 seconds. Driver Archie Scott Brown won the 1957 British Empire Trophy in the new Lister-Jaguar. Refined again in 1958, the Lister-Jaguar entered international competitions. Brown was killed that season when he crashed the Lister-Jaguar at Spa-Francorchamps. Lister also developed another single-seater car based on the Lister-Jaguar, for use in the unique Race of Two Worlds at Monza. Cars from this era are affectionately known as the “Lister Knobbly” cars, due to their curved bodywork. For 1959, Lister hired aerodynamicist Frank Costin who produced entirely new bodywork built around a new Chevrolet Corvette power plant. However, the front-engine layout of the new Lister-Chevrolet was quickly eclipsed by the rear-engine layout of the new Cooper sports car. By the end of 1959 Lister withdrew from competition although production of sports cars continued for customers.
LOLA
The Lola T70 is a sports prototype developed by British manufacturer Lola Cars in 1965, the successor to its Mk6. Lola built the aluminium monocoque chassis, which were typically powered by large American V8s. The T70 was quite popular in the mid to late 1960s, with more than 100 examples being built in three versions: an open-roofed Mk II spyder, followed by a Mk III coupé, and finally a slightly updated Mk IIIB. The T70 was replaced in the Can-Am series by the lighter Lola T160. The T70 was first produced in an open-top MKII “spyder” configuration. Early success for the Lola T70 came when Walt Hansgen won the Monterey Grand Prix, at Laguna Seca Raceway, on 17 October 1965, driving John Mecom’s Lola T70-Ford. In 1966, the hot setup for the Can-Am was a T70 Chevrolet, winning five of six races during the year. John Surtees was the champion[4] and Dan Gurney drove the only Ford powered car ever to win a Can-Am race. In 1967, no one could compete with the new M6 McLaren. When the FIA changed the rules for sports car racing for the 1968 season, limiting engine size of prototypes to three litres, sportscars with up to five litre engines were allowed if at least fifty were made. This homologation rule allowed the popular yet outdated Ford GT40 and Lola T70s to continue racing. The Fords won Le Mans again in 1968 and 1969, while the T70’s only big endurance win was a one–two finish in the 1969 24 Hours of Daytona when the Sunoco Lola T70-Chevrolet of Mark Donohue and Chuck Parsons[5] bested the Traco-built small-block 302 cu in Chevy V8 powered American International Racing T70s of Ed Leslie and Lothar Motschenbacher. When the minimum number was lowered to twenty-five for 1969, the more modern Porsche 917 and Ferrari 512 were homologated and outran the older Lolas and Fords. Chevrolet powered coupes tended to not run as well in Europe as they did in North America. Some reliability problems arose when racing in Europe, mainly due to the grade of fuel allowed. When forced to run on commercially available “pump fuel”, with a lower octane rating than the “Avgas” permitted under American rules, engine failures related to detonation became an issue. In modern historic racing, these engines show spectacular reliability due to parts unavailable in the 1960s and better fuel quality than the historically poor petrol supplied by the ACO. An Aston Martin powered coupe was entered by Lola for Le Mans in 1967. Even with drivers such as John Surtees, it was a disaster. The Aston Martin V8 engine failed after short runs, attributed to inadequate developmental funds. During the filming of Steve McQueen’s Le Mans, Lola chassis were disguised as the Porsche 917 and Ferrari 512s that crashed in the film. It is claimed chassis T76/141 originally campaigned by Ulf Norinder and Jo Bonnier was used for the wrecked Gulf Porsche.[citation needed] A T70 coupe also appears as a car of the future in George Lucas’ 1971 feature THX 1138, his first commercial film. A T70 Mk. IIIB driven by Mike D’Udy was used to set a South African land speed record, with a two-way average of 191.80 MPH and one-way best of 195.96 MPH, on 13 January 1968. The required runs were made on a section of the R45 between Vredenburg and Hopefield in the Western Cape province, and were completed despite an early mechanical failure in which the car’s fifth gear was irreparably damaged. This record would stand until November 1988, when a new two-way average of 224.30 MPH was set by an Audi 5000CS driven by Sarel van der Merwe with official backing from Volkswagen South Africa. In 2005, Lola Cars announced a revival of the T70 MkIIIb in “an authentic and limited continuation series” of the original racer. 7 were produced before Lola Cars went defunct in 2012.
LORRAINE-DIETRICH
MASERATI
One of the best known Formula 1 cars of the mid 1950s is the Maserati 250F. 26 of these legends were made between January 1954 and November 1960. Twenty-six examples were made. The 250F principally used the 2.5-litre Maserati A6 straight-six engine which generated 220 bhp at 7400 rpm, ribbed 13.4″ drum brakes, wishbone independent front suspension and a De Dion tube axle. It was built by Gioacchino Colombo, Vittorio Bellentani and Alberto Massimino; the tubular work was by Valerio Colotti. The 250F first raced in the 1954 Argentine Grand Prix where Juan Manuel Fangio won the first of his two victories before he left for the new Mercedes-Benz team. Fangio won the 1954 Drivers’ World Championship, with points gained with both Maserati and Mercedes-Benz; Stirling Moss raced his own privately owned 250F for the full 1954 season. In 1955 a 5-speed gearbox; SU fuel injection (240 bhp) and Dunlop disc brakes were introduced. Jean Behra drove this in a five-member works team which included Luigi Musso. In 1956 Stirling Moss won the Monaco and Italian Grands Prix, both in a works car. In 1956 three 250F T2 cars first appeared for the works drivers. Developed by Giulio Alfieri using lighter steel tubes they sported a slimmer, stiffer body and sometimes the new 315 bhp (235 kW) V12 engine, although it offered little or no real advantage over the older straight 6. It was later developed into the 3 litre V12 that won two races powering the Cooper T81 and T86 from 1966 to 1969, the final “Tipo 10” variant of the engine having three valves and two spark plugs per cylinder. In 1957 Juan Manuel Fangio drove to four more championship victories, including his legendary final win at German Grand Prix at the Nürburgring (Aug. 4, 1957), where he overcame a 48 second deficit in 22 laps, passing the race leader, Mike Hawthorn, on the final lap to take the win. In doing so he broke the lap record at the Nürburgring, 10 times. By the 1958 season, the 250F was totally outclassed by the new rear engined F1 cars, however, the car remained a favourite with the privateers, including Maria Teresa de Filippis, and was used by back markers through the 1960 F1 season, the last for the 2.5 litre formula. In total, the 250F competed in 46 Formula One championship races with 277 entries, leading to eight wins. Success was not limited to World Championship events with 250F drivers winning many non-championship races around the world. Stirling Moss has repeatedly said that the 250F was the best front-engined F1 car he drove.
This is the Trident saloon that is neither in name nor in fact a Quattroporte, which is a rare thing to hear. We’re talking about the Maserati Mexico, an elegant three-door presented at the 1966 Turin Motor Show, named after the victory of a Cooper-Maserati in the Mexican Formula 1 Grand Prix that same year. With the looks of a true bespoke car, few know that the Mexico had a slightly less famous, but even more exclusive ‘sister’. It was called the Mexico by Frua and very few examples were made in the world. The Mexico by Frua was designed by Pietro Frua and manufactured by Carrozzeria Vignale. The differences with the classic Mexico are quite obvious and mainly concern the front end. On the Frua, in fact, there are specific headlights and a smaller grille, while the proportions (including the 4.59 metre length) are exactly the same. The Maserati’ s design was similar to that of other Trident cars, such as the first series Quattroporte and the Aga Khan’s 5000 GT. The car was presented at the 1968 Geneva Motor Show, but was not completed until 1970, when the first examples were delivered to customers. The Maserati’s equipment is one of the most comprehensive of the era and includes such features as power steering, air conditioning and radio. Under the bonnet is a 300 bhp 4.7 V8, which allows the car to reach a top speed of 225 km/h (225 mph). The average value of a production Mexico is between €90,000 and €130,000 (approx. £78,000 and £113,000), while a Frua (being even rarer) can fetch much higher prices. So if you are a collector and ever see one at auction, pay close attention.
There were a couple of the very pretty Ghibli model – the first of three very different models to bear the name – on dealer stands. First unveiled in prototype form on the Maserati stand at the November 1966 Turin Motor Show, this grand tourer with an all steel body, characterised by a low, shark-shaped nose, was designed by a young Giorgetto Giugiaro, then working at Carrozzeria Ghia. Deliveries started in March of the following year. While the 1966 Ghia prototype was a two-seater, on the production car two emergency rear seats were added—consisting of nothing more than a cushion without backrest—and the Ghibli was marketed as a 2+2, though everyone tends to think of this car as a 2 seater, and the later Indy as the real 2+2 from the range. The first Ghibli cars were powered by a front placed quad-cam 4.7 litre dry sump V8 engine that prodiuced 306 bhp, mated to a five-speed manual or, on request, to a three-speed automatic transmission. It had a 0-60 mph time of 6.8 seconds, a top speed of 250 km/h (155 mph). The car also featured pop-up headlamps, leather sport seats and alloy wheels. A convertible version, the Ghibli Spyder, went into production in 1969. Its convertible top folded away under a flush fitting body-colour tonneau cover behind the front seats; thus the Spyder eschewed any vestigial rear passenger accommodation, and was a strict two-seater. A removable hard top was available as an option. The 4.9-litre Ghibli SS was released later in 1969. Its V8 engine was stroked 4 mm to displace 4930 cc, and put out 330 bhp; its top speed of 280 km/h (174 mph) made it the fastest Maserati road car ever produced. In all, 1,170 coupés and 125 Spyders (including 25 Spyder SS) were produced.
Top of the range throughout the 1970s was the stunning Khamsin and there was one of them here. Introduced on the Bertone stand at the November 1972 Turin Auto Show. and designed by Marcello Gandini, it was Bertone’s first work for Maserati. In March 1973 the production model was shown at the Paris Motor Show. Regular production of the vehicle started only a year later, in 1974. The Khamsin was developed under the Citroën ownership for the clientele that demanded a front-engined grand tourer on the lines of the previous Ghibli, more conventional than the mid-engined Bora. The Khamsin’s body is prominently wedge-shaped, with a fastback roofline and kammback rear end. The tail is characterized by a full-width glass rear panel, carrying inset “floating” tail lights. Combined with the wide, almost all-glass rear hatch this gave exceptional rear visibility in comparison to most cars, especially similar sports cars. Cosmetic triangular vented panels are inlaid in the C-pillar, with the right-hand one hiding the fuel filler cap. Another distinguishing feature is the engine bonnet, pierced by asymmetrical vents. Design features as the wedge body, glazed tail panel and the location of the fuel filler cap all carry Gandini’s signature, as they were all present on his earlier Lamborghini Espada. Despite being marketed as a 2+2, the leather-trimmed rear seats, nestled between the two fuel tanks, were found too lacking in headroom and legroom to be usable. The complete instrumentation included gauges for speedometer, tachometer, water temperature, oil temperature, oil pressure, voltmeter and a clock. The Khamsin used an all-steel monocoque construction, with a rear Silentbloc-bushing insulated tubular subframe supporting the rear suspension and differential. Suspension was double wishbones all around – a major improvement over the Ghibli’s leaf-sprung solid axle – with coaxial springs and shock absorbers (single upfront, double at the rear) and anti-roll bars. The front-mid mounted engine gave the car a 50/50 weight distribution; it was pushed so far back towards the firewall that the full size spare tyre could be stored beneath the radiator in front of it, thus freeing up space in the boot. Apart from the adoption of Bosch electronic ignition, Maserati’s 4,930 cc DOHC, 16-valve V8 engine was carried over from the Ghibli SS and delivered 320 bhp at 5500 rpm and 355.5 lb-ft of torque at 4000 rpm. It was fed through four double barrel 42 DCNF 41 Weber carburettors and used dry-sump lubrication. As on the Ghibli the fuel tanks were two, but not of similar size. A small tank is on the right and it is connected to the main tank below the cargo floor, with a single fuel filler on the right hand side feeding directly the small tank. The double exhaust system ended with two resonators, each with twin exhaust tips. Power was routed to the rear wheels through a 5-speed, all syncromesh ZF manual gearbox with a single-plate dry clutch; a 3-speed Borg Warner automatic transmission was also available on request. Khamsins rode on 215/70 Michelin XWX tyres on 7½J 15″ Campagnolo alloy wheels. Having been developed under the Citroën ownership, the Khamsin made large use of its high-pressure hydraulic systems. The power steering used the Citroën SM’s DIRAVI speed-sensitive variable assistance, which made steering lighter for easier parking and decreased its intervention with speed. The all-around vented disc brakes and the clutch command were both hydraulically actuated and assisted. The adjustable seats and the pop-up headlights were also hydraulically actuated. An adjustable steering column (an innovative feature at the time), air conditioning, electric windows, a radio and full leather upholstery were standard. Maserati claimed a 270 km/h (170 mph) top speed for the European-specification model. In 1977 a mild facelift added three horizontal slots on the Khamsin’s nose to aid cooling. Inside it brought a restyled dashboard and a new padded steering wheel. One Khamsin was delivered to Luciano Benetton in 1981. Despite the many improvements over its predecessor, the Khamsin didn’t replicate its success; partly due to the concurrent fuel crisis that decreased demand for big V8 grand tourers. Production ended in 1982, with 435 vehicles made (a mere third of the Ghibli’s 1274 examples production run) – 155 of whose had been exported to the United States.
The Maserati MC12 (Tipo M144S) is a limited production two-seater sports car produced by Maserati from 2004 to 2005, to allow a racing variant to compete in the FIA GT Championship. The car entered production in 2004, with 25 cars produced. A further 25 were produced in 2005 after the FIA changed the rules and reduced the maximum length allowed. The second batch of 25 are 150mm shorter than the originals, making a total of 50 cars available for customers. With the addition of 12 cars produced for racing, a total of just 62 were ever produced. Maserati designed and built the car on the chassis of the Ferrari Enzo, but the final car is much larger and has a lower drag coefficient, along with being longer, wider and taller and has a sharper nose and smoother curves than the Enzo. The Enzo had quicker acceleration, shorter braking distance, and a higher top speed at 350 km/h (217 mph), 20 km/h (12 mph) more than the MC12. The MC12 was developed to signal Maserati’s return to racing after 37 years. The road version was produced to homologate the race version. One requirement for participation in the FIA GT is the production of at least 25 road cars. Three GT1 race cars were entered into the FIA GT with great success. Maserati began racing the MC12 in the FIA GT toward the end of the 2004 season, winning the race held at the Zhuhai International Circuit. The racing MC12s were entered into the American Le Mans Series races in 2005 but exceeded the size restrictions and consequently paid weight penalties due to excess range. Under the direction of Giorgio Ascanelli, Maserati began development of an FIA GT-eligible race car. This car, which would eventually be named the MC12, was initially called the “MCC” (“Maserati Corse Competizione”) and was to be developed simultaneously with a road-going version, called the “MCS” (“Maserati Corse Stradale”). Frank Stephenson, Director of Ferrari-Maserati Concept Design and Development at the time, did the majority of the body styling, but the initial shape was developed during wind tunnel testing from an idea presented by Giorgetto Giugiaro. The MCC has a very similar body shape to the MC12, but there are several key differences, most notably the rear spoiler. Andrea Bertolini served as the chief test driver throughout development, although some testing was done by Michael Schumacher, who frequently tested the MCC at the Fiorano Circuit. During the development process, the MCC name was set aside after Maserati established the car’s official name, MC12. The car is based heavily on the Enzo Ferrari, using a slightly modified version of the Ferrari F140 V12 engine, the same gearbox (but given the unique name of “Maserati Cambiocorsa”) and the same chassis and track (length of axle between the wheels). The windshield is the only externally visible component shared with the Enzo; the MC12 has a unique body which is wider, longer and slightly taller. The increased size creates greater downforce across the MC12’s body in addition to the downforce created by the two-metre spoiler. The MC12 is a two-door coupé with a targa top roof, although the detached roof cannot be stored in the car. The mid-rear layout (engine between the axles but behind the cabin) keeps the centre of gravity in the middle of the car, which increases stability and improves the car’s cornering ability. The standing weight distribution is 41% front and 59% rear. At speed, however, the downforce provided by the rear spoiler affects this to the extent that at 200 km/h (125 mph) the downforce is 34% front and 66% rear. Even though the car is designed as a homologation vehicle and is a modification of a racing car, the interior is intended to be luxurious. The interior is a mix of gel-coated carbon fibre, blue leather and silver “Brightex”, a synthetic material which was found to be “too expensive for the fashion industry”. The centre console features the characteristic Maserati oval analogue clock and a blue ignition button, but it has been criticised for lacking a radio, car stereo or a place to install an aftermarket sound system. The body of the car, made entirely of carbon fibre, underwent extensive wind tunnel testing to achieve maximum downforce across all surfaces. As a result, the rear spoiler is 2 m (79 in) wide but only 30 mm (1.2 in) thick, the underside of the car is smooth, and the rear bumper has diffusers to take advantage of ground effect. Air is sucked into the engine compartment through the air scoop; its positioning on top of the cabin makes the car taller than the Enzo. The exterior is available only in the white-and-blue colour scheme, a tribute to the America Camoradi racing team that drove the Maserati Tipo Birdcages in the early 1960s. Bespoke colour schemes are available by paying an extra amount. The car is noted for the awkwardness that results from its size; very long and wider than a Hummer H2. This, combined with the lack of a rear window, can make parking the MC12 challenging. The MC12 sports a 232 kg (511 lb), 5,998 cc Enzo Ferrari-derived longitudinally-mounted 65° V12 engine. Each cylinder has 4 valves, lubricated via a dry sump system, with a compression ratio of 11.2:1.] These combine to provide a maximum torque of 652 Nm (481 lb/ft) at 5,500 rpm and a maximum power of 630 PS (621 hp; at 7,500 rpm. The redline rpm is indicated at 7,500—despite being safe up to 7,700—whereas the Enzo has its redline at 8,000 rpm. The Maserati MC12 can accelerate from 0 to 100 km/h (62 mph) in 3.8 seconds (though Motor Trend Magazine managed 3.7 seconds) and on to 200 km/h (124 mph) in 9.9 seconds. It can complete a standing (from stationary) 402 metres (1⁄4 mi) in 11.3 seconds with a terminal speed of 200 km/h (124 mph) or a standing kilometre in 20.1 seconds. The maximum speed of the Maserati MC12 is 330 km/h (205 mph). Another change on the engine compared with the Enzo was the use of gears to drive the camshafts instead of chains. Power is fed to the wheels through a rear-mounted, six-speed automated manual. The gearbox is the same as the Enzo’s transmission (tuned to different gear ratios) but renamed “Maserati Cambiocorsa”. It provides a shift time of just 150 milliseconds and is mechanical with a 215 mm (8.5 in) twin-plate dry clutch. The MC12’s chassis is a monocoque made of carbon and nomex, with an aluminium sub-chassis at the front and rear. It has a roll bar to provide additional strength, comfort and safety. Double wishbone suspension with push-rod-operated coil springs provide stability and dampers smooth the ride for the passengers. The front of the car can be raised for speed bumps and hills by pressing a button that extends the front suspension. There are two modes for the chassis’ tuning which can also be changed with a button in the cabin: “sport”, the standard setting, and “race”, which features less of the “Bosch ASR” (anti-slip regulation) traction control, faster shifts and stiffer suspension. The MC12 has 485 mm (19 in) wheels with a width of 230 mm (9 in) at the front and 330 mm (13 in) at the rear. The tyres are “Pirelli P Zero Corsa” with codes of 245/35 ZR 19 for the front tyres and 345/35 ZR 19 for the rear. The brakes are Brembo disc brakes with a Bosch anti-lock braking system (ABS). The front brakes have a diameter of 380 mm (15 in) with six-piston calipers and the rear brakes have a diameter of 335 mm (13.2 in) with four-piston calipers. The centre-lock wheel nuts that hold the wheels to the chassis are colour-coded; red on the left of the car, blue on the right. The car has generally received mixed reviews, with critics saying it is hard to drive, overpriced and too large. Other criticisms include the lack of a trunk, rear window, spare tire and radio, and the way the car’s engine was limited or “drugged”.] Former driver for Vitaphone Racing Team, Andrea Bertolini, the chief test driver throughout the development, said the car, “reacts well and is very reliable in its reactions.” The Top Gear television series acquired an MC12, and test driver The Stig achieved a lap time of 1:18.9 around the Top Gear track—0.1 seconds faster than his lap in the Enzo Ferrari. Host Jeremy Clarkson also drove it, comparing it to the Maserati Biturbo, a car he disliked. Clarkson criticised the car greatly, pointing out that, unlike the Enzo, it lacks a rear window. Despite his criticisms, he complimented the smooth ride. Motor Trend Magazine reviewer Frank Markus had a more positive opinion. Despite initial skepticism he said, “It turns out that the Enzo makes a more comfortable and attractive road car when made over as a butch Maserati racer in street couture”. Markus complimented the stability of braking and the handling ability of the MC12, especially the drifting allowed by the traction control when cornering, commenting that “There’s none of the knife-edged limit handling we criticised in the more extreme Enzo. It’s even more forgiving at the limit than an Acura NSX.” When Automobile Magazine tested an MC12, reviewer Preston Lerner called it “user-friendly”, praising the responsiveness and simplicity of driving.[28] Lerner approved of Frank Stephenson’s work with the styling of both the car’s exterior and interior, calling the trim “Speed-Racer-ish” but “without looking as though it belongs in a Nitrous-ized Civic”. He also complimented the ASR’s level of intervention, commenting that it “lets the fun factor get reasonably high before kicking in”.
The MC12 Versione Corse is a variant of the MC12 intended for racetrack use. In contrast to the race version of the MC12, of which street-legal versions were produced for homologation purposes, the MC12 Corse is intended for private use, albeit restricted to the track, as the Corse’s modifications make it illegal to drive on the road. The Versione Corse was developed directly from the MC12 GT1, which won the 2005 FIA GT Manufacturers Cup. The car was released in mid-2006, “in response to the customer demand to own the MC12 racing car and fuelled by the growth in track days, where owners can drive their cars at high speeds in the safety of a race track”, as stated by Edward Butler, General Manager for Maserati in Australia and New Zealand. In similar fashion to the Ferrari FXX, although the owners are private individuals, Maserati is responsible for the storage, upkeep, and maintenance of the cars, and they are only driven on specially organized track days. Unlike the FXX, Versione Corses are not used for research and development, and are used only for entertainment. Three Maserati MC12 Versione Corses were converted to road legal use by German tuning firm Edo Competition and feature a slight power increase, a butterfly intake exhaust system and adjustable road suspension system. Only twelve MC12 Versione Corses were sold to selected customers, each of whom paid €1 million (US$1.47 million) for the privilege. Another three vehicles were produced for testing and publicity purposes. The Versione Corse shares its engine with the MC12 GT1; the powerplant produces 755 PS at 8,000 rpm, 122 PS more than the road going MC12. The MC12 Versione Corse shares the GT1’s shortened nose, which was a requirement for entry into the American Le Mans Series. The car was available in a single standard colour, named “Blue Victory”, though the car’s paint could be customized upon request. The MC12 Versione Corse possesses steel/carbon racing brakes, but is not fitted with an anti-lock braking system
MATFORD
Matford was a French automotive manufacturer established as a joint venture in 1934 by local firm Mathis and US-based Ford Motor Company. The name Matford derived from both companies’ names. The company ceased activities in 1940. In the early 1930s, the Ford Motor Company was quickly expanding its European production, while Mathis S.A. had financial problems, but also a large, underutilized factory at Strasbourg (which, following frontier changes formalized in 1919, was now in France). Ford were keen to increase production and the Mathis plant in Strasbourg seemed more suitable than their existing workshop in Asnières-sur-Seine. A joint venture between Ford and Mathis was created under the name of Matford S.A., formally created on 1 October 1934, and owned by Ford and Matthis in the proportion 60:40. The initial cars were locally assembled versions of contemporary American and British Ford models. The intention had been expressed to produce the Matford models alongside those from Mathis but the last Mathis was actually made in October 1934, which was also the month in which Matford was formally founded. During 1935, under the energetic direction of Maurice Dollfus who had joined Ford in 1930, Ford poured massive amounts of capital into modernising the Strasbourg plant. There were high hopes for the Matford collaboration which, in 1934, was expected to last for fifty years. In 1935 a range of V8-engined Matfords was put on the market which were very similar to the American Ford Model 48s with their V-8 3,622 cc (221 cu in) engines. A French version appeared in 1936 as the model that has come to be known as the Matford Alsace, with a choice of a 2,225 or 3,622 cc V8 engine: a cabriolet was also listed. The 1937 models were generally known at the time simply as the Matford 13CV and the Matford 21CV which followed the convention of the time by using the cars’ fiscal horse power ratings as model names. Both featured a V-shaped windscreen and in 1938 a US style timber bodied estate car joined the range. The steel car bodies were purchased from the coachbuilders Chausson rather than being built inhouse. Volume passenger car production ended in 1940 with the buildup of truck orders for the French army, though an unknown number were made during the German occupation, at least till 1942. Under the occupation, because of its proximity to the German border, the contents of the Matford Stasbourg factory were moved to Ford’s Cologne plant, while a new Ford plant was opened at Poissy, near Paris, in 1940. Ford’s links with Mathis were severed. Ford’s French business was restructured in 1940, now taking the name Ford Société Anonyme Française and this company used the Ford trademark. Émile Mathis, fearing persecution under German occupation, escaped to the United States where he spent the war, while Matford ceased to exist. Matford cars achieved success at the Coupe de Dames (1936) and at Monte Carlo (1938). Seen here is a 1936 V8 Roadster.
MATRA
Introduced at the 1970 Paris Motor Show, as beach buggy interest was sweeping across the Europe, the Matra was styled by legendary designer Marcello Gandini working at Bertone. Gandini, the man responsible for the Lamborghini Miura and Countach, delivered a predictably futuristic take on the buggy format with the Matra. It was based on the mechanicals of the Simca 1200S Coupe – also Bertone styled – and powered by a 1200cc four-cylinder motor. The vehicle that was displayed here is the very show car from Paris. Bertone made a second prototype with Chrysler underpinnings while Matra itself built two more, altering the design with the aim of greater practicality.
The Matra Bagheera is a sports car built by the automotive division of the French engineering group Matra from 1973 to 1980, in cooperation with automaker Simca. It was marketed as the Matra-Simca Bagheera until its final year of production, when its designation was changed to the Talbot-Matra Bagheera following Chrysler Europe’s demise and subsequent takeover by PSA. In December 1969 Matra and Simca entered into an agreement that rebranded Matra’s racing cars as Matra-Simcas and give Matra access to the Simca dealer network in France and the Common Market. The first joint project of the new liaison was development of a replacement for the Matra 530, which had not reached either its targeted market or its projected sales volumes. Work on the new car began in 1970 under project code M550. Development was led by Matra’s head of engineering and design Philippe Guédon and Chrysler-Simca product planner Jacques Rousseau. Additional direction for the design was provided by Chrysler-Simca planner Marc Honoré. Honoré identified Simca’s strongest market as being cars displacing between 1.3 and 1.5 litres and suggested the team focus on building a car of that class, which would constrain the size of the car if performance was to be acceptable. As many as possible of the major components were sourced from the Chrysler-Simca parts inventory. Although the engine, gearbox and many suspension elements came directly from the Simca 1100, this new Matra was to be a mid-engined car rather than front-wheel drive like the donor car. Chrysler-Simca’s planners also wanted a car with more than just two seats. Guédon agreed, but he was also not satisfied with the 2+2 arrangement used in the M530, feeling that the rear seats were too small to be really useful. The solution came to him on a lengthy trip he took in a Ford Taunus station wagon with two colleagues. The back of the car was so full that the travelers sat three across in the front of the car. The M550 sat three abreast. Eleven prototypes were built and used for road-testing in environments ranging from Saharan Mauritania to Lapland, as well as for crash-testing. Development was complete by the end of 1972. The car was built in Matra’s factory in the commune of Romorantin-Lanthenay in the department of Loir-et-Cher in central France. Rather than being sold under its development code name, the car took its name from the character in Rudyard Kipling’s The Jungle Book. The Bagheera was unveiled to the press at an event held at Lake Annecy on April 14, 1973. The public release of the car took place at the 1973 24 Heures du Mans. At the same time Simca had arranged to have 500 yellow Bagheeras available at their dealers across France. Towards the end of 1973, production levels had reached 65 cars per day. In June 1974, within eighteen months of its release, more than 10,000 Bagheeras had been sold. The initial shape of the car was drawn by Jean Toprieux and later refined by Jacques Nochet. Greek designer Antonis Volanis joined the project and contributed to the interior, handling the instrument panel and steering wheel shapes. The body’s shape was that of a sleek hatchback with hidden headlights. The rear hatch opened to access the engine mounted behind the passenger compartment and a rear luggage space. The unusual three-abreast seating dictated by Guédon was implemented as a 2+1 arrangement. The driver had a regular seat while on the passenger side was a single two-place bench with two individual seatbacks inspired by a lounge chair Guédon had found in a Paris shop. Seen in plan view it is apparent that the body sides are slightly convex to accommodate the seating. The 19 panels that made up the Bagheera’s body were made of fiberglass-reinforced polyester, which were then attached to the chassis. The process used to make the panels was called `LP’, and it used a low-pressure high-temperature pressing method to produce panels using relatively inexpensive tooling. The advantages of using LP for Matra were its ability to produce large, high quality panels with precision and economy. The LP process had only been in use for twelve month prior to the beginning of production, which means that Matra had introduced this new technology at the car’s early development stage.Problems with the car’s finish served to hamper sales when new, and in 1975 the Bagheera received German ADAC’s “Silver Lemon” award for being the new car with the most problems. The Bagheera won the 1973 Style Auto Award, beating out competition that included the Lancia Stratos, Lancia Beta coupé and Ferrari Dino 308 GT4. The Bagheera was also very aerodynamic, with a drag coefficient if 0.33 for the early models. This rose slightly to 0.35 after a mid-life redesign. The chassis was fabricated of pressed steel. While it has been called a space-frame it more closely resembled a unitary body. The shapes of some pieces were simplified to accommodate the low production numbers that the car was built in. The front suspension was from the Simca 1100. It consisted of upper and lower A-arms with telescopic hydraulic dampers and longitudinal torsion bars running back along the chassis for springing. An anti-roll bar was fitted at the front as well. The rear of the M550 prototype used the same type of suspension as the front, moved rearward along with the engine and transaxle. This proved unsatisfactory and so the final production cars received a new system that comprised new trailing arms designed by Matra with transverse torsion bars and telescopic shock-absorbers. An anti-roll bar was also fitted at the rear. No right-hand-drive Bagheeras were ever built by the factory, but a number were converted to RHD by Wooler-Hodec in England. The only engine offered at first was the 1,294 cc “Poissy engine” from Simca’s 1100 Ti model. In the Bagheera this ohv straight-4 engine developed 84 hp at 6000 rpm, two more horsepower than in the 1100 Ti. The transversely mounted engine was paired with the 4-speed manual transaxle from the 1100. In 1976 a larger version of the same engine became available when the 1,442 cc engine from the Simca 1308 GT was added to the lineup. The first Bagheera to use this engine was the newly introduced `S’ version. Changes were also made to the carburation. A 4-speed manual was still the only transmission offered. In 1973 the Bagheera was released as a 1974 model-year car. This version had the original bodywork and 1294 cc engine with two two-barrel Weber carburettors. Although not an official designation, this model was often called the type I. For 1974 the `Courrèges’ model was launched. While mechanically identical to the Mark I this version, styled by fashion designer André Courrèges, had an all-white exterior and interior and dash trimmed in imitation gold. Apart from the colour it was distinguished by custom exterior badging and custom interior trim. In 1975 the`Bagheera S’ model was launched. This car got the larger 1,442 cc engine from the Simca 1308 GT, as did the Courrèges the same year. With two two-barrel carburettors the engine produced 90 hp. The `S’ was also distinguished by special exterior trim and badging. In 1976 the Bagheera received a major restyling. All body panels with the exception of the rear hatch were modified at least slightly. Most obvious were the new wrap-around bumpers, the new rear-quarter glass and the larger tail lamps. The changes raised the drag coefficient to 0.35. Inside there was a new dashboard. This model was now referred to by some as the type II. The base engine remained at 1294 cc, while both the `S’ and the Courrèges continued with the 1442 cc engine as standard. For 1977 theCourrèges model was dropped, and a new, fully optioned “Bagheera X” model took its place. 1978 – All models received a new dashboard and seats. In April a new “Jubilé” series was launched to commemorate Simca’s second “Car of the Year” win for the Horizon in 1978. Since PSA took control of Simca in the previous year (after the demise of Chrysler Europe), all Matra-Simcas became Talbot-Matras. In 1979 the 1294 engine was dropped and all Bagheeras got the 1442 cc engine but with variations in carburation. New doors and handles from the Rancho replaced the previously `hidden’ door handles. This necessitated a change to the rear quarter of the car. The `S’ was dropped from the lineup and only the base model and the `X’ model were available. Production of the Bagheera ended in April 1980 with 47,802 having been built in total. It was succeeded by the Matra Murena.
The Matra-Simca MS670 was a Group 5 prototype race car introduced in 1972 for the World Championship for Makes. The MS670 replaced the previous Matra-Simca MS660C. The MS670 only made one appearance in 1972, the 24 Hours of Le Mans. Matra entered four cars, Jean-Pierre Beltoise/Chris Amon in the older Matra-Simca MS660C, François Cevert/Howden Ganley, Henri Pescarolo/Graham Hill and Jean-Pierre Jabouille/David Hobbs. Hill/Pescarolo won the race by a lap from Cevert/Ganley. Beltoise/Amon retired with engine failure and Jabouille/Hobbs retired with a broken gearbox. In the World Championship for Makes, Matra had scored twenty points, earning it seventh in the championship. The first race of the season was the 1973 24 Hours of Daytona and Matra entered one car using the MS670 driven by Cevert/Beltoise/Pescarolo and retired from the race with engine failure. The driver line ups for the 1973 Vallelunga 6 Hours were Cevert/Beltoise and Cevert/Pescarolo/Gérard Larrousse, all drivers using the new Matra-Simca MS670B, Cevert/Pescarolo/Larrousse won and Cevert/Beltoise retired with engine failure. The driver line ups for the next two races, starting with the 1973 1000km of Dijon were Cevert/Beltoise and Pescarolo/Larrousse. Pescarolo/Larrousse won the race and Cevert/Beltoise finished third. The 1000km of Monza saw Pescarolo/Larrousse third and Cevert/Beltoise eleventh. The driver line ups for the 1000 km of Spa were Pescarolo/Amon/Hill and Pescarolo/Larrousse/Amon, Pescarolo/Larrousse/Amon finished third and Pescarolo/Amon/Hill retired with engine failure. The team skipped the Targa Florio but entered the 1000km of Nürburgring with Cevert/Beltoise and Pescarolo/Larrousse driving but both cars retired with engine failure. Matra entered four cars for the 24 Hours of Le Mans, Pescarolo/Larrousse, Cevert/Beltoise, Jabouille/Jean-Pierre Jaussaud and Patrick Depailler/Bob Wollek. Pescarolo/Larrousse won the race, Jabouille/Jaussaud finished third, Cevert/Beltoise retired with an accident caused by a puncture and Depailler/Wollek also retired with a broken oil pump and engine failure. The 1000km of Zeltweg returned to two cars with Pescarolo/Larrousse winning the race from Cevert/Beltoise. In the final race of the 1973 season, the Watkins Glen 6 Hours, Pescarolo/Larrousse won but Cevert/Beltoise retired with broken ignition. In the World Championship for Makes, Matra had scored one hundred and twenty four points, earning it first-place in the standings. The first race of the season was the 1000km of Monza and the driver line ups were Pescarolo/Larrousse and Beltoise/Jean-Pierre Jarier but both cars retired with engine failure using the new Matra-Simca MS670C. The driver line ups for the 1000 km of Spa were Jarier/Jacky Ickx and Pescarolo/Larrousse, Jarier/Ickx won the race and Pescarolo/Larrousse retired with a broken head gasket. The 1000km of Nürburgring saw Beltoise/Jarier and Pescarolo/Larrousse driving. Beltoise/Jarier won the race and Pescarolo/Larrousse finished fifth. Pescarolo/Larrousse won the 1000km of Imola and Beltoise/Jarier finished fourth. Matra entered four cars for the 24 Hours of Le Mans, Pescarolo/Larrousse, Jabouille/François Migault, Jaussaud/Wollek/José Dolhem and Beltoise/Jarier in the new Matra-Simca MS680. Pescarolo/Larrousse won the race, Jabouille/Migault finished third, both Jaussaud/Wollek/Dolhem and Beltoise/Jarier retired with engine failure. The 1000km of Zeltweg returned to two cars with Pescarolo/Larrousse winning the race and Beltoise/Jarier finishing third. The team returned to the MS670C for the remainder of the season. Beltoise/Jarier won the Watkins Glen 6 Hours and Pescarolo/Larrousse retired with a broken gear shift lever. In both the 1000km of Le Castellet and 1000km of Brands Hatch Beltoise/Jarier won from Pescarolo/Larrousse. For the final race of the 1974 season, the Kyalami 6 Hours, Pescarolo/Larrousse won from Beltoise/Jarier. In the World Championship for Makes, Matra had scored one hundred and forty points, earning it first in the championship for the second consecutive season but at the end of the year Matra pulled out of motor racing. Seen here is the car which won Le Mans in 1973 and 1974.
McLAREN
The McLaren F1 GTR is the racing variant of the McLaren F1 sports car first produced in 1995 for grand touring style racing, such as the BPR Global GT Series, FIA GT Championship, JGTC, and British GT Championship. It was powered by the naturally aspirated BMW S70/2 V12 engine. It is most famous for its overall victory at the 1995 24 Hours of Le Mans where it won against faster purpose-built prototypes in very wet conditions. The F1 GTR raced internationally until 2005 when the final race chassis was retired. Gordon Murray, creator of the McLaren F1, originally saw his creation as the ultimate road car, with no intention to take the car racing. Although the car used many racing technologies and designs, it was felt that the car should be a road car first, without any intent built into the creation of the car to modify it into a racing car. However, soon after the launch of the McLaren F1, the BPR Global GT Series was created. Starting in the 1994 season, the series featured racing modifications of sports cars such as the Venturi 600 LM, Ferrari F40, and Porsche 911 Turbo. Viewed as a possible replacement for the defunct World Sportscar Championship, major manufacturers were taking interest in the series. At the same time, teams were also looking for faster and more capable cars for the series top class, GT1. Many teams, such as those run by Ray Bellm and Thomas Bscher, seeing the potential in the McLaren F1 road cars, Le Mans winner John Nielsen turned to Gordon Murray in an attempt to convince him to offer factory backing on racing versions for the BPR series. Finally, Murray relented and agreed to modify the F1 into a racing car, agreeing to build several chassis for competition in the 1995 season. An unused F1 chassis which was meant to become #019 was taken by McLaren and modified by the company as a developmental prototype. Because of the similarity to a race car, extensive modification was not needed to actually turn the F1 into a racing car. Bodywork modification saw the addition of various cooling ducts, most noticeably a large one in the center of the nose and two placed in the location of the storage lockers on the side of the car. A large adjustable fixed wing was added to the rear of the car. Even the 1995 versions of F1 GTR generated enough downforce to run along the ceiling at 100 mph. The interior was stripped of all luxuries and given a full racing cage. Carbon brakes replaced the stock units. Because of the rules at the time, the BMW S70 V12 engine was required to use an air restrictor to limit power output to around 600 PS, making the racing car less powerful than the road car, yet faster and more nimble due to a lowered overall weight. Features such as the central seating position, Butterfly doors, and even the standard gearbox were retained. McLaren co-ordinated a 24-hour test at Magny-Cours to find weaknesses in the car and develop upgrades to supply to the teams. A total of nine chassis would be built for the 1995 season, with #01R being retained by the factory as a test mule, except for a one-off use by Kokusai Kaihatsu Racing at the 24 Hours of Le Mans. British team GTC Racing received two F1 GTRs, with a third being used to replace a destroyed car. David Price Racing, BBA Competition, Mach One Racing, and Giroix Racing Team would all receive one chassis each, while the final chassis, #09R, was sold to Hassanal Bolkiah, the Sultan of Brunei, for his car collection. At Le Mans 1995, the Kokusai Kaihatsu McLaren obtained victory and the highest practice top speed of the year, reaching 281 km/h (174.605 mph) on the Mulsanne Straight. Following the success of the 1995 season, McLaren set forth to upgrade the car to remain competitive, especially against the threat of newer sports cars appearing such as the Ferrari F50 GT (which was withdrawn quickly) and the Porsche 911 GT1. They were assisted by BMW Motorsport, who at the time decided to use their connection to McLaren to enter sports car racing by running their own race team with F1 GTRs. Among the modifications were an extension of the front and rear bodywork, including a larger splitter attached to the front of the car. The bodywork was also modified to allow it to be removed more quickly for easier repair. The car’s standard gearbox was modified to include a lighter magnesium housing and more robust mechanicals. These modifications allowed for the weight of the GTR to be lowered by 38 kg. Due to demand, nine more new GTRs were built, while two older GTRs (#03R and #06R) were also modified to the 1996-spec. The F1 GTR 1996 was the fastest variant in terms of straight line speed – the car hit 330 km/h on the Mulsanne Straight at Le Mans in 1996, which is 13 km/h faster than the 1997 long-tail F1 GTR and even 6 km/h faster than the 1996 Porsche GT1. With the BPR Global GT Series reformed into the FIA GT Championship in 1997, rules regarding the cars used in the premier GT1 class were altered. Homologation specials like the Porsche 911 GT1 had already proven their worth in the final races of 1996, while newcomer Mercedes-Benz was showing the potential of their new CLK-GTR in testing. McLaren was therefore forced to give the F1 extensive modifications in order to be able to compete against cars that had been meant as race cars first and not road cars like the F1. First and foremost, the F1 required extensive modification to its bodywork in order to gain as much aerodynamic downforce as possible. Although it retained the same carbon-fibre monocoque as the road car, the entire exterior of the car was purpose-built. A much longer nose and tail, as well as a wider rear wing, were designed in order to maximize the amount of aerodynamic downforce, while the wheel arches were widened in order to allow for the maximum amount of grip from the tyres allowed by the rules. Ground clearance was also changed to 70 millimetres (2.76 in) front and rear, rather than the 60 millimetres (2.36 in) front and 80 millimetres (3.15 in) rear clearance of the 1996-spec car. The engine also saw extensive modification, with a stroke reduction bringing the BMW S70 V12 down to 5,990 cubic centimetres in an attempt to prolong the life of the engines, while still maintaining the air restrictor-controlled 600 metric horsepower. The standard gearbox was replaced with a new X-trac 6-speed sequential transmission. A total of ten more GTRs were built, with none of the previous cars being upgraded to the 1997-spec. In order to be allowed to construct cars that were so radically different from the F1 road car, McLaren was forced to build production road cars using the GTR ’97’s bodywork. These cars came to be known as the F1 GT, of which only three were built. The 1997-spec cars are commonly referred to as the “Long Tail” version due to their stretched bodywork, most noticeably at the rear. At Le Mans 1997, the car reached 317 kilometres per hour (196.97 mph) on the Mulsanne straight. This was still slightly slower than some of the field, including the Porsche 911 GT1 Evo’s – 326 kilometres per hour (202.57 mph), Nissan R390 GT1’s – 319 kilometres per hour (198.22 mph) and TWR Porsche Joest LMP’s – 320 kilometres per hour (198.84 mph).
The McLaren MP4-21 was the car with which the McLaren team competed in the 2006 Formula One World Championship. It was driven initially by Kimi Räikkönen and Juan Pablo Montoya. After ten races, reserve driver Pedro de la Rosa took over Montoya’s race seat. Gary Paffett was also a test driver for the MP4-21. The MP4-21 was the first V8-engined McLaren Formula One car since McLaren MP4/8 in 1993. Future World Champion Lewis Hamilton drove the MP4-21 in his first official Formula One test in September, 2006 prior to joining McLaren for 2007. The MP4-21 was designed by Adrian Newey, Paddy Lowe, Tim Goss, Mike Coughlan and Peter Prodromou. The MP4-21 was the successor to the competitive MP4-20 of the prior season, although significantly different with 90% of the 11,500 components changed from the season prior. In addition, the utilisation of the new V8 specification engines meant that the side air intakes were reduced in size, therefore making aerodynamic benefits. The distinctive needle-nose design was previously used on the MP4-19 in 2004. The MP4-21 was the first McLaren car to be powered by purely Mercedes-Benz engines after 11 years partnership with Ilmor as an engine builder. The MP4-21 was seen on track for the first time in late January 2006 at Barcelona. It was finished in a historic papaya orange livery. In February, the official livery of the MP4-21 was launched in a chrome finish. The first race at Bahrain delivered a podium finish for Räikkönen. Montoya would score podiums at San Marino for third position and Monaco for second, however there were six retirements in the first seven races for the MP4-21. The MP4-21 was regularly outpaced by the Ferrari 248 and the Renault R26. Juan Pablo Montoya left the team in order to move to Chip Ganassi Racing NASCAR team after retiring from the 2006 United States Grand Prix. Pedro de La Rosa took his race seat. de La Rosa would score a career best second place at the 2006 Hungarian Grand Prix driving the MP4-21. Despite a number of podiums for all three drivers, McLaren did not win a single Grand Prix with the MP4-21. This was the first season since 1996 the team failed to win a race. Räikkönen finished in fifth place in the World Drivers’ Championship. McLaren finished third in the World Constructors’ Championship with 110 points. Following the conclusion of the season, former driver and two time World Champion Mika Hakkinen tested the MP4-21 with a view to an F1 return. However, this did not materialise. An MP4-21 showcar is displayed at The National Motor Museum in Beaulieu, although now painted in Jenson Button’s 2010 livery. Before its closure, MP4-21 chassis 6 was on display at the Donington Grand Prix Collection. An MP4-21 show car is currently for sale via F1 Authentics. The team’s sponsorship agreement with West had come to an end in 2005. Emirates and Johnnie Walker are the primary sponsors of the team. In Bahrain, to overcome the alcohol regulations, the Johnnie Walker text was replaced with “Keep Walking”. In France, the logo was removed. In Turkey, it was replaced with Diageo, owner of the brand.
The McLaren Senna is a limited-production hypercar, the third addition in the McLaren Ultimate Series, joining the F1 and the P1; however, it is not a direct successor to either of the cars. The Senna was unveiled online by the company on 10 December 2017, with the official unveiling taking place at the 2018 Geneva Motor Show. The car is named after the Brazilian Formula One race driver Ayrton Senna (1960–1994), honouring and giving tribute to his success with the McLaren Formula One Team between 1988 and 1993 Formula 1 seasons. Senna won three Formula One World Drivers’ Championship titles and thirty-five Formula One Grand Prix race wins with the team; McLaren also won four consecutive Formula One World Constructor’s Championship titles with Senna as part of their driver line-up. McLaren Automotive holds the rights to the Senna family name along with the Instituto Ayrton Senna. The organisation and McLaren have made the Senna name exclusive to the car, thereby prohibiting any other company from using the name. McLaren’s main focus while designing the Senna was to achieve faster lap times. In order to do so, McLaren developed a lightweight design that incorporated aerodynamic elements. The Senna is largely based on the McLaren 720S, using a modified version of its carbon fibre monocoque and engine. The Senna is powered by a modified version of the McLaren 720S’ 3,994 cc twin-turbocharged V8 engine codenamed the M840TR. It utilises a seven-speed dual-clutch transmission that delivers all 799 PS/789 hp) at 7,250 rpm and 800 Nm (590 lb/ft) of torque at 5,500 rpm to the rear wheels. Unlike the previous offering in the Ultimate Series, the McLaren P1, the Senna does not use an electric motor in favour of its low claimed dry weight of 1,198 kg (2,641 lb), which allows for a maximum power-to-weight ratio of 668 hp per ton. The car has many aerodynamic elements, there being a large adjustable double-element rear wing (that is operated electronically and has various settings in order to provide optimum performance while also acting as an airbrake), double-element diffuser, Formula One-inspired roof scoop, front and side air intakes, rear air louvres, and large front fenders. Inside the panel beside the intakes is a small set of mini-canards. Areas of low pressure are accompanied using high-performance radiators that ensure improved engine cooling. The car uses dihedral doors, like the previous offerings in the Ultimate Series, and also has optional windows applied on the lower area of its doors. The Senna uses a new generation of Brembo’s carbon ceramic brakes, containing a compound that has three and a half times better thermal conductivity than before, making the brakes smaller and lighter. It also features a new set of lightweight centre-lock alloy wheels designed for Pirelli P-Zero Trofeo R tyres. Its central design is a new generation of McLaren’s carbon fibre monocoque named MonoCage III, which contributes to the car’s relatively low dry weight. The car utilises a top mounted (hot-vee) inconel-titanium exhaust system with three outlet pipes in order for a more aggressive exhaust note and engine emissions. The interior consists largely of exposed carbon fibre and Alcantara, with seats that can be upholstered in Alcantara or leather, depending on the customer’s preference. Behind the two seats is room large enough for two helmets and race suits, reflecting the car’s minimalist and track focused design. The car utilises McLaren’s hydraulic RaceActive Chassis Control II (RCC II) suspension along with double-wishbone control arms. Every car was hand-built at the McLaren Production Centre in Woking, Surrey, England with a production run of just 500 units, all of which are already sold. The McLaren Senna is listed at a price of £750,000 with the final car auctioned at a price of £1,916,793. Deliveries began in the third quarter of 2018.
The McLaren GT is the company’s first dedicated grand tourer and is based on the same platform underpinning the 720S with the addition of a carbon fiber rear deck topped by a glazed tailgate creating significantly greater storage capacity. The GT was first announced at the 2019 Geneva Motor Show, but full details of the car were not released until May 15 of the same year. The GT features a new variation of the 3,994 cc twin-turbocharged M840T V8 engine found in the 720S. Having a new dedicated codename of M840TE, the new engine has smaller turbochargers that deliver lower peak performance than its Super Series variant but greater low RPM-performance and responsiveness. The GT has a rated power output of 620 PS (612 hp) at 7,000 rpm, and the maximum torque is 465 lb/ft (630 Nm) at 5,500 rpm. The suspension system in the GT is also derived from the system in the 720S. The car utilizes double wishbones at the front and rear axles, and a modified version of the ProActive Chassis Control II active damping system called Proactive Damping Control. The company claims that the GT has a top speed of 326.7 km/h (203 mph), it can accelerate from 0–97 km/h (0–60 mph) in 3.1 seconds, and 0–200 km/h (0–124 mph) in 9 seconds. The McLaren GT features 150 liters of storage space at the front and 420 liters in the rear, accommodating a full-sized set of golf clubs. Napa leather is standard upholstery, but drivers can also choose from a softer hide made by Bridge of Weir Leather in Scotland or in the future, cashmere. The new comfort seats have increased shoulder padding and back support, with electrical adjustment and heating as standard on Pioneer and Luxe models. A 7-inch touchscreen mounted in the centre controls a revamped infotainment system and is supplemented by a 12.3-inch driver information display which changes in layout depending on whether Comfort, Sport or Track mode is selected. In December 2023, McLaren announced the GTS as a successor to the GT, which is based on the same platform and comes with an updated design, reduced weight, and improved power output from the same 4 litre V8 turbocharged engine.
MERCEDES-BENZ
The Mercedes Simplex 60 hp was an automobile manufactured by Daimler Motoren Gesellschaft in 1903 and 1904. Its predecessor was the Mercedes 35hp which had been the fastest production car in the world. Unlike the 35 hp though, this wasn’t a racing car and became Mercedes’ top of the range model. It had a low pressed steel chassis and a cast-alloy 9.3L engine, giving a top speed of 68 mph (109 km/h). The car came with two or four passenger bodywork. Of the 102 chassis produced, only four still exist today.
The Mercedes-Benz SSK (W06) is a roadster built by German automobile manufacturer Mercedes-Benz between 1928 and 1932. The name is an abbreviation of Super Sport Kurz, German for “Super Sport Short”, as it was a short wheelbase development of the Mercedes-Benz Modell S. The SSK’s extreme performance and numerous competitive successes made it one of the most highly regarded sports cars of its era. The SSK was the last car designed for Mercedes-Benz by Ferdinand Porsche before he left to found his own company. The SSK is an evolution of the 1927 Modell S (S for Sport) which was based on the Modell K (K for “Kurzer Radstand” which means short wheelbase) variant of the Mercedes-Benz Typ 630. The SSK chassis was 19 inches (480 mm) shorter than the Modell S to make the car even lighter and more agile for racing, especially short races and hillclimbs. Fitted with a supercharged single overhead camshaft 7-litre straight-6 engine producing 200–300 metric horsepower and over 500 lb⋅ft (680 Nm) of torque (depending on the state of tune), the SSK had a top speed of up to 120 miles per hour (190 km/h), making it the fastest car of its day. The supercharger on the SSK’s engine was operated by a clutch that was engaged by fully depressing the throttle pedal and then giving the pedal an extra push. Backing off the throttle pedal disengaged the supercharger clutch. The SSK was driven to victory in numerous races, including in 1929 the 500 Miles of Argentina, the 1929 and 1930 Cordoba Grands Prix, the 1931 Argentine Grand Prix, and, in the hands of legendary Grand Prix racing driver Rudolf Caracciola, the 1929 Ulster Tourist Trophy race (Ards road circuit), the 1930 Irish Grand Prix, the 1931 German Grand Prix, and the 1931 Mille Miglia. The S/SS/SSK line was one of the nominees in the penultimate round of voting for the Car of the Century award in 1999, as chosen by a panel of 132 motoring journalists and a public internet vote. Only 33 SSKs were built during its production span, of which about half were sold as Rennwagen (racing cars). Many were crashed while racing and subsequently cannibalised for parts. Only four or five entirely original models remain, and their scarcity and rich heritage make them among the most sought after cars in the world; a 1929 model was auctioned at Bonhams in Chichester in September 2004 for £4.17 million (US$7.4 million), making it the second most expensive automobile ever sold at that time. Another SSK, a streamlined “Count Trossi”–bodied version (see photo) owned and restored by fashion designer Ralph Lauren, has won best of show at both the 1993 Pebble Beach Concours d’Elegance and the 2007 Concorso d’Eleganza Villa d’Este
Mercedes Benz’s discerning clientele soon became dissatisfied with the performance of the 380 model (1933-1934), particularly because they had come to appreciate the large-volume and powerful models of the previous Mercedes “S” family (S, SS and SSK). In 1934, Mercedes quickly developed the subsequent 500 K (W29 series) from the 380, the official designation of which was initially “Type 500 with supercharger”. The new engine with switchable Roots supercharger now had a displacement of 5 litres and the engine output was 100 hp without and 160 hp with the supercharger. The modification of the engine was extensive and also required a new crankshaft. Moreover, a high-speed gearbox with semi-automatic shifting was used for the 500 K transmission. The clutch did not need to be operated when shifting from third (direct) gear to high gear. The 500 K made its debut at the International Motor Show (IAMA) in Berlin. The 500 K was available in seven body variants: in addition to the chassis, a 4-door saloon (“Innenlenker”), a 2-seater roadster with two emergency seats, the convertibles A, B and C as well as a 2-door open touring car. In autumn 1934, a very elegant special roadster was added. It was also possible to order special bodies based on a “rolling chassis”. The Roadster, Special Roadster, Cabriolet A and “Autobahnkurier” models were built on the chassis with a set-back engine, in which the radiator, engine-transmission unit, steering gear and seats were offset a good 10 cm to the rear. In April 1936, the engine capacity was increased to 5.4 litres and the power output rose to 115 hp and 180 hp with supercharger. The new 540 K made its official debut at the Paris Motor Show in October. The gearbox described above was modified so that the high-speed gear became the fourth (direct) gear by changing the transmission ratios. In February 1939, the 540 K then received a genuine five-speed gearbox. The design of the Cabriolet A body in particular changed from the 500 K to the 540 K. The wings were more massive and “fuller”, the rear was no longer “boxy” but sloped down to the bumper with a tailgate. In addition, the spare wheels changed position from being mounted at the rear to the front wings on the left and right. A total of 761 examples of the W29 series were manufactured between 1934 and 1939, of which 342 were 500 K and 419 were 540 K models. Even though the numbers seem like series production, these vehicles were largely customised and handcrafted in a manufactory-like production process. With the bodies for the eight-cylinder cars, the Sindelfingen factory’s special car construction achieved a generally recognised level of beauty and finish quality that could hardly be surpassed. According to the Mercedes Benz commission documents, this 540 K Cabriolet A was delivered on 21 October 1937 via the Milan Mercedes Benz dealership. The first owner was Carlo Saporiti, an industrialist in Italy, who had ordered the car at the time for a price of around 22,000 Reichsmark. He kept the sporty convertible until shortly after the Second World War and then bequeathed it to an automobile museum in Milan, where it remained for around 20 years. In the mid-1960s, the 540 K was acquired by a Swiss banker in Basel, who appreciated the car as a collector’s item even then. After all, the vehicle was already almost 30 years old at the time. He then had a comprehensive and professional restoration carried out in 1970, with the exception of the engine. The monumental eight-cylinder in-line engine received an extensive overhaul a few years later in 1978. A year later in1979, the supercharged Mercedes moved to its fourth owner (name known) in the south of Germany. It is said that the buyer drove the car from Switzerland to his new home on his own wheels, because he was convinced that cars like this were still intended and made for driving. In 1980, an article on this vehicle and its history appeared in the renowned German motor magazine “Auto Motor und Sport”. It was up for sale again and, at a price of DM 350,000, was described as the most expensive vehicle in Germany at the time. Shortly afterwards, the 540 K passed to its next owner in Germany (name unknown). He and the next generation of his family remained loyal to the car for a whole 40 years! During this period, the car was used and presented at numerous rallies and events, which is also supported by contemporary photographic material. In the 1980s, for example, it was a participant in the high-calibre ‘Monte Carlo Rally for Historic Vehicles’ on several occasions, where it impressed amongst similar high-quality collectors’ cars. In 2019, the 540 K underwent a comprehensive partial overhaul at a German specialist workshop for compressor Mercedes, including cylinder head repair and paintwork – and was thus brought up to a very good technical and visual standard. A precise list of the scope of this work for around EUR 80,000 is available. A year later, the car was then sold to its current owner via EBERHARD THIESEN, who integrated it into his pre-war automobile collection. The vehicle recently underwent an extensive inspection. With its original engine, original bodywork and original leather interior without creases, this Mercedes 540 K Cabriolet A is in extremely good condition for a pre-war car. The low mileage of only just under 53,000 km (!) since delivery also speaks in favour of this vehicle. Among the 500/540 K models, the Cabriolet A is probably the most attractive version and one of the most beautiful German cars of its era. Whether a “Special Roadster” is even more beautiful is in the eye of the observer. However, that one costs around five times as much. With only 83 examples – less than 50 of them in this late variant – a Cabriolet A is also a valuable asset in any collection.
This is the Mercedes-Benz 300 SL “Hobel” racing prototype (W 194, 1953). 1953 saw the launch of a fully revised version of the 300 SL racing sports car which had raced to one victory after another in 1952. Thanks to direct petrol injection, the new racing sports car for the 1953 season had an output of 215 hp – a good 40 hp more than its predecessor. Track width and wheelbase were reduced and the front end was modified, resulting in lower drag. Other highlights were the single-joint swing axle that was used for the first time and the transmission flange-mounted on the differential in transaxle configuration – measures which resulted in better-balanced axle load distribution and excellent handling. Due to the angular front end of the newly designed body, the unique innovative gem acquired the internal nickname “Hobel”, which translates as “carpenter’s plane”. While it was never entered in a competitive race because the entry into Formula 1 which was planned for 1954 tied up all the available capacities, it represented an important stepping stone on the way to the 300 SL “Gullwing” series production sports car. The “Hobel” has remained in the company’s possession ever since 1952.
Known under development as the W198, the first iteration of the SL-Class grand tourer was the fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster. Built by Daimler-Benz AG, the direct fuel injected production model was based on the company’s highly successful yet somewhat less powerful carburettor overhead cam straight 6 1952 racer, the W194. The idea of a toned-down Grand Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. Mercedes accepted the gamble and the new 300 SL – 300 for its 3.0 litre engine displacement and SL for Sport Leicht (Sport Light) – was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings company models made their usual debuts. Immediately successful and today iconic, the 300 SL stood alone with its distinctive doors, first-ever production fuel injection, and world’s fastest top speed. Even with the upward opening doors, the 300 SL had an unusually high sill, making entry and exit from the car’s cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access. The 300 SL’s main body was steel, with aluminium bonnet, doors and boot lid. It could also be ordered with an 80 kg (180 lb) saving all-aluminium outer skin at tremendous added cost; just 29 were made. Like the W194, the 300 SL borrowed its 3.0 litre overhead cam straight-6 from the regular four-door 300 (W186 “Adenauer”) luxury tourer introduced in 1951. Featuring an innovative diagonal aluminium head that allowed for larger intake and exhaust valves, it was canted to the right at forty-five-degrees to fit under the SL’s considerably lower bonnet line. In place of the W194’s triple two-barrel Solex carburettors, a groundbreaking Bosch mechanical direct fuel injection was installed, boosting power almost 25% over the Grand Prix car’s. Derived from the DB 601 V12 used on the Messerschmitt Bf 109E fighter of World War II, it raised output from 175 hp to 215 hp, almost double that of the original Type 300 sedan’s 115 hp. An optional, even more powerful version, with radical camshaft developed 240 hp @ 6100 rpm and a maximum torque of 217 lb⋅ft @ 4800 rpm, but was rough for city use. The result was a top speed of up to 260 km/h (160 mph) depending on gear ratio and drag, making the 300 SL the fastest production car of its time. However, unlike today’s electrically powered fuel injection systems, the 300 SL’s mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine’s coming to a stop; this unburned gasoline washed lubricating oil from the cylinder walls, which not only left them unprotected in affected areas during start-up but would dilute the engine’s entire oil supply if the car was not driven hard or long enough to reach a sufficient temperature to evaporate the fuel out of the oil. Exacerbating the problem was the engine’s large racing-oriented oil cooler and enormous 10 litre oil capacity, which virtually guaranteed the oil would not get hot enough. In practice, many owners would block off airflow through the oil cooler and stick rigidly to the appropriately low 1,000 mile recommended oil change interval. An auxiliary fuel pump provided additional fuel for extended high speed operation or cold starts; overuse would also lead to dilution of the oil., Clutch operation was initially very heavy, remedied by an improved clutch arm helper spring which reduced pedal force. From March 1963 to the end of production later that year, a light alloy crankcase was used on a total of 209 vehicles. Aerodynamics played an important role in the car’s speed, with Mercedes-Benz engineers placing horizontal “eyebrows” over the wheel openings to reduce drag. Unlike many cars of the 1950s, steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber. The enormous fuel tank capacity also caused a considerable difference in handling depending on the quantity of fuel on board. More than 80% of the vehicle’s total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz widely successful outside its home market and thoroughly validating Hoffman’s prediction. The 300 SL is credited with changing the company’s image in America from a manufacturer of solid but staid luxury automobiles to one capable of rendering high-performance sports cars. It should be noted initial sales were sluggish due to many things, of which the price was one. Initial prices were about $6,400, a new Chevrolet Bel-Air could be purchased for $1,700 in the same year. Then there were few mechanics, even at the dealers, who understood the fuel injection system enough to do repairs. Nonetheless, 1400 were built by 1957, at which point Mercedes introduced a roadster version which was broadly similar, but with conventional doors. It was produced until 1963, and achieved sales of 1858 units.
The 1961 introduced W110 was Mercedes-Benz’s standard line of mid-size automobiles for much of the 1960s. As part of Mercedes’ unified platform of “Fintail” (German: Heckflosse) models – first introduced as a six-cylinder Mercedes W111 in 1959 – the W110 followed in April 1961, initially available with either 1.9 L M121 gasoline or 2.0 L OM621 diesel inline-four engines. The W110 was introduced as the 190c and 190Dc sedans, replacing the W120 180c/180Dc and W121 190b/190Db. The W110 line was refreshed in July 1965 to become the petrol 200 and diesel 200D (model year 1966 for North America). At the same time, the straight-six engined Mercedes W111 model 220 was replaced by a 230. Production of the W110 lasted just three more years, until the W114 ‘220’ and W115 ‘220D’ introduced in 1968. The Mercedes-Benz W110 and the six-cylinder W111 were the first series of Mercedes cars to be extensively crash tested for occupant safety. The 190c and 190Dc replaced the W120 180c/180Dc and W121 190b/190Db as Mercedes-Benz’s line of less-expensive four-cylinder sedans. The “D” denoted a Diesel engine, a technology pioneered by Mercedes-Benz and championed despite widespread derision in the motoring press. The body was derived from the W111 series but with a 145 mm shorter nose and round headlights (which gave a front-end appearance more reminiscent of the W120/121 “Ponton” models). The rear end was identical to the W111 220b (the 220b was the base model of the W111 series). The interior layout and dimensions were also identical to the W111 220b, but with fewer options such as fixed-back seats and bakelite trim on the dashboard (as opposed to wood in the W111 models). Because the 190c and 190Dc models were basically a W111 220b with a shorter front, they offered the same interior and luggage space as the W111 series but with smaller and more fuel efficient engines. This made them extremely popular with taxi drivers. Production of the 190Dc exceeded that of the petrol-engined 190c by nearly 100,000 units. The second series of 4-cylinder cars lasted just a few years. Production of the new 200, 200D and 230 models commenced in July, 1965, at the Sindelfingen plant. The 200 and 200D replaced the 190c and 190Dc models respectively. The engine in the 200 had the bore increased from 85 to 87 mm, giving a 1988 cc displacement, and was fitted with twin carburetors (the 190c had a single carburettor). The OM621 diesel engine in the 200D was essentially identical to that of the 190Dc (which was actually a 1988 c.c. unit despite the car being labelled as a ‘190’) but was improved by using a five main bearing crankshaft instead of the original three. Visually, the second series models had the front indicators relocated from the top of the front fenders to below the headlights. At the rear, the tail lights were squared off and the chrome trim was revised to feature two horizontal trim strips instead of chrome-trimmed tail fins. All models now featured air outlets with chrome trim on the C-pillars (identical to the W111 models). Inside, there were very few changes except all models now featured reclining front seats (excluding the bench seats), which had previously been an option on the 190c and 190Dc. The 230 had a central armrest in the back seat as standard. Further changes occurred in late 1967, with the beginning of the 1968 model year. 1968 models were equipped with collapsible steering columns to meet American safety regulations. Mirrors, interior door handles, and dashboard switchgear were also changed, matching those on the later W108/114/115 series cars. All three of the W110 second series cars ended production in January 1968 with the introduction of the W115 220 and 220D.
By 1955, Mercedes-Benz Technical Director Prof. Fritz Nallinger and his team held no illusions regarding the 190 SL’s lack of performance, while the high price tag of the legendary 300 SL supercar kept it elusive for all but the most affluent buyers. Thus Mercedes-Benz started evolving the 190 SL on a new platform, model code W127, with a fuel-injected 2.2 litre M127 inline-six engine, internally denoted as 220SL. Encouraged by positive test results, Nallinger proposed that the 220SL be placed in the Mercedes-Benz program, with production commencing in July 1957. However, while technical difficulties kept postponing the production start of the W127, the emerging new S-Class W112 platform introduced novel body manufacturing technology altogether. So in 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on the “fintail” W 111 sedan platform with its chassis shortened by 11.8 in, and technology from the W112. This led to the W113 platform, with an improved fuel-injected 2.3 litre M127 inline-six engine and the distinctive “pagoda” hardtop roof, designated as 230 SL. The 230 SL made its debut at the prestigious Geneva Motor Show in March 1963, where Nallinger introduced it as follows: “It was our aim to create a very safe and fast sports car with high performance, which despite its sports characteristics, provides a very high degree of travelling comfort”. The W113 was the first sports car with a “safety body,” based on Bela Barényi’s extensive work on vehicle safety: It had a rigid passenger cell and designated crumple zones with impact-absorbing front and rear sections built into the vehicle structure. The interior was “rounded,” with all hard corners and edges removed, as in the W111 sedan. Production of the 230 SL commenced in June 1963 and ended on 5 January 1967. Its chassis was based on the W 111 sedan platform, with a reduced wheelbase by 11.8 in, recirculating ball steering (with optional power steering), double wishbone front suspension and an independent single-joint, low-pivot swing rear-axle with transverse compensator spring. The dual-circuit brake system had front disc brakes and power-assisted rear drum brakes. The 230 SL was offered with a 4-speed manual transmission, or an optional, very responsive fluid coupled (no torque converter) 4-speed automatic transmission, which was popular for US models. From May 1966, the ZF S5-20 5-speed manual transmission was available as an additional option, which was particularly popular in Italy. The 2,308 cc M127.II inline-six engine with 150 hp and 145 lb/ft torque was based on Mercedes-Benz’ venerable M180 inline-six with four main bearings and mechanical Bosch multi-port fuel injection. Mercedes-Benz made a number of modifications to boost its power, including increasing displacement from 2,197 cc, and using a completely new cylinder head with a higher compression ratio (9.3 vs. 8.7), enlarged valves and a modified camshaft. A fuel injection pump with six plungers instead of two was fitted, which allowed placing the nozzles in the cylinder head and “shooting” the fuel through the intake manifold and open valves directly into the combustion chambers. An optional oil-water heat exchanger was also available. Of the 19,831 230 SLs produced, less than a quarter were sold in the US. Looking identical, the 250 SL was introduced at the 1967 Geneva Motor Show. Production had already commenced in December 1966 and ended in January 1968. The short one-year production run makes the 250 SL the rarest of the W113 series cars. The 250 SL retained the stiffer suspension and sportier feel of the early SLs, but provided improved agility with a new engine and rear disc brakes. Range also improved with increased fuel tank capacity from 65 litres to 82. Like its predecessor, the 250 SL was offered with a 4-speed automatic transmission, and 4-speed or ZF 5-speed manual transmissions. For the first time, an optional limited slip differential was also available. The main change was the use of the 2,496 cc M129.II engine with a larger stroke, increased valve ports, and seven main bearings instead of four. The nominal maximum power remained unchanged at 150 hp, but torque improved from 145 lb/ft to 159 lb/ft. Resiliency also improved with a new cooling water tank (“round top”) with increased capacity and a standard oil-water heat exchanger. The 250 SL also marked the introduction of a 2+2 body style, the so-called “California Coupé”, which had only the removable hardtop and no soft-top: a small fold-down rear bench seat replaced the soft-top well between passenger compartment and boot. It is estimated that only 10% of the 250SLs that were brought into America were California Coupes. Of the 5,196 250 SLs produced, more than a third were sold in the US.The 280 SL was introduced in December 1967 and continued in production through 23 February 1971, when the W 113 was replaced by its successor, the entirely new and substantially heavier R107 350 SL. The main change was an upgrade to the 2,778 cc M130 engine with 170 hp and 180 lb/ft, which finally gave the W 113 adequate power. The performance improvement was achieved by increasing bore by 4.5 mm (0.2 in), which stretched the limits of the M180 block, and required pairwise cylinder casts without cooling water passages. This mandated an oil-cooler, which was fitted vertically next to the radiator. Each engine was now bench-tested for two hours prior to being fitted, so their power specification was guaranteed at last. The M130 marked the final evolution of Mercedes-Benz’ venerable SOHC M180 inline-six, before it was superseded by the entirely new DOHC M110 inline-six introduced with R107 1974 European 280 SL models. For some time, it was also used in the W 109 300 S-Class, where it retired the expensive 3 liter M189 alloy inline-six. Over the years, the W 113 evolved from a sports car into a comfortable grand tourer, and US models were by then usually equipped with the 4-speed automatic transmission and air conditioning. Manual transmission models came with the standard 4-speed or the optional ZF 5-speed, which was ordered only 882 times and thus is a highly sought-after original option today. In Europe, manual transmissions without air conditioning were still the predominant choice. Of the 23,885 280 SLs produced, more than half were sold in the US.
This one comes from the W108 family. The car’s predecessor, the Mercedes-Benz W111 (produced 1959–1971) helped Daimler develop greater sales and achieve economy of scale production. Whereas in the 1950s, Mercedes-Benz was producing the coachwork 300 S and 300 SLs and all but hand-built 300 Adenauers alongside conveyor assembled Pontons (190, 190SL and 220) etc., the fintail (German: Heckflosse) family united the entire Mercedes-Benz range of vehicles onto one automobile platform, reducing production time and costs. However, the design fashion of the early 1960s changed. For example, the tail fins, originally intended to improve aerodynamic stability, died out within a few years as a fashion accessory. By the time the 2-door coupé and cabriolet W111s were launched, the fins lost their chrome trim and sharp appearance, the arrival of the W113 Pagoda in 1963 saw them further buried into the boot’s contour, and finally disappeared on the W100 600 in 1964. The upgrade of the W111 began under the leadership of designer Paul Bracq in 1961 and ended in 1963. Although the fins’ departure was the most visible change, the W108 compared to the W111 had a lower body waist line that increased the window area, (the windscreen was 17 percent larger than W111). The cars had a lower ride (a decrease by 60 mm) and wider doors (+15 mm). The result was a visibly new car with a more sleek appearance and an open and spacious interior. The suspension system featured a reinforced rear axle with hydropneumatic compensating spring. The car sat on larger wheels (14”) and had disc brakes on front and rear. The W109 was identical to the W108, but featured an extended wheelbase of 115 mm (4.5 in) and self-levelling air suspension. This was seen as a successor to the W112 300SEL that was originally intended as an interim car between the 300 “Adenauer” (W189) and the 600 (W100) limousines. However, its success as “premium flagship” convinced Daimler to add an LWB car to the model range. From that moment on, all future S-Class models would feature a LWB line. Although the W108 succeeded the W111 as a premium range full-size car, it did not replace it. Production of the W111 continued, however the 230S was now downgraded to the mid-range series, the Mercedes-Benz W110, and marketed as a flagship of that family until their production ceased in 1968. The W108 is popular with collectors and the most desirable models to collect are the early floor shift models with the classic round gear knob and the 300 SEL’s. The car was premièred at the Frankfurt Auto Show in 1965. The initial model lineup consisted of three W108s: 250S, 250SE, and 300SE, as well as a sole W109, the 300SEL. Engines for the new car were carried over from the previous generation, but enlarged and refined. The 250S was the entry-level vehicle fitted with a 2496 cm³ Straight-six M108 engine, with two dual downdraft carburettors, delivering 130 bhp at 5400 rpm which accelerated the car to 100 km/h (62 mph) in 13 seconds (14 on automatic transmission) and gave a top speed of 182 km/h (177 on auto). The 250SE featured an identical straight-six, but with a six-plunger fuel injection (designated M129) with performance improved to 150 bhp at 5500 rpm, which decreased 0-100 acceleration by one second and increased top speed by 11 km/h (7 mph) for both manual and automatic versions. Both the 300SE and 300SEL came with the M189 2996 cm³ engine, originally developed for the Adenauers. It had a modern six-plunger pump that adjusted automatically to accelerator pedal pressure, engine speed, atmospheric pressure, and cooling water temperature, to deliver the proper mixture depending on driving conditions. Producing 170 bhp at 5,400 rpm the cars could accelerate to 200 km/h (195 km/h with automatic transmission) and reach 100 km/h (62 mph) in 12 seconds. The cylinder capacity of the three litre Mercedes engine was unchanged since 1951. From 1965 to 1967, fewer than 3,000 W109s were produced. However, approximately 130,000 of the less powerful 250 S/SE models were built during the first two years of the W108/109’s existence. By 1967 the fuel consumption of the 3 litre unit in this application was becoming increasingly uncompetitive.
The Mercedes-Benz L 319 is a light commercial vehicle built by Mercedes-Benz between 1955 and 1968. Larger than a standard delivery van, but smaller than a conventional light truck of the period, it was the manufacturer’s first model in this class. The vehicle was offered with a range of van and truck bodies. Special application and minibus (O 319) variants were also available. By 1955, Daimler-Benz was well represented in the passenger car market, and also offered commercial operators an extensive range of conventional trucks. The smallest of the trucks, offered in its then current form since 1945, was the Mercedes-Benz L 3500 range. As regards smaller commercial vehicles, during the war, Mercedes was compelled by government imposed rationalisation to manufacture the Opel Blitz truck of its leading competitor, but the company had featured no commercial vehicle of its own below the 3 tonne level since before the war. However, during the early 1950s the success of the Volkswagen panel van and rejuvenated Opel Blitz persuaded Mercedes-Benz that the category was too important to be ignored. The van that premiered at the Frankfurt Motor Show in September 1955 had a gross weight of 3.6 tonnes and a maximum load capacity of 1.6 or 1.8 tonnes according to version. A wide range of body permutations included a panel van, a standard level light truck, a low level light flat-bed truck and various increasingly diverse and elaborate types of minibus. Fire truck variants are particularly well represented among the surviving L319 to be seen in motor museums. Mercedes did not follow the Volkswagen rear-engined configuration, but the van nevertheless featured a modern “cab over cabin”, without the sort of protruding front bonnet/hood characteristic of the Opel Blitz and larger Mercedes commercial vehicles of the time. Placing the driver at the front of the vehicle ensured a good view out and gave the vehicle a contemporary look as well as maximising load space. But the retention of the forward mounted engine left the driver sharing his cabin with the engine which occupied the floor space between the driver and his passenger, and the body designers also had to take account of a drive-shaft which connected to the rear wheels. The vehicle has a turning radius of 11.5 Meters. Leaf springing and rigid axles had the merit of simplicity and development costs were also kept down by using engines directly from the company’s passenger car range. The original L319s shared the 43 hp engine of the Mercedes-Benz 180D. Subsequently, slightly more powerful diesel alternatives were offered along with petrol engined variants. Initially the vans were assembled at the company’s Sindelfingen plant, not far from the Mercedes head office at Untertürkheim. However, in 1958 the company acquired Auto Union in a package of assets that included the Düsseldorf plant where that company had built cars following the loss of its original Zwickau plant to the Soviet occupation zone of Germany in 1945. Mercedes progressively transferred Auto Union car production to a new plant at Ingolstadt and the Düsseldorf facility became (and remains) a plant for Mercedes-Benz commercial vehicle production. Production of the L319 transferred to Düsseldorf in 1961. The van was also assembled at Vitoria in Spain and in Port Melbourne Australia from CKD kits.
With prices of the classic Pagoda model having risen to unaffordable for most people attention has started to switch to it successor, the R107 SL range, which had a long production life, being the second longest single series ever produced by the automaker, after the G-Class. The R107 and C107 took the chassis components of the mid-size Mercedes-Benz W114 model and mated them initially to the M116 and M117 V8 engines used in the W108, W109 and W111 series. The SL variant was a 2-seat convertible/roadster with standard soft top and optional hardtop and optional folding seats for the rear bench. The SLC (C107) derivative was a 2-door hardtop coupe with normal rear seats. The SLC is commonly referred to as an ‘SL coupe’, and this was the first time that Mercedes-Benz had based a coupe on an SL roadster platform rather than on a saloon, replacing the former saloon-based 280/300 SE coupé in Mercedes lineup. The SLC was replaced earlier than the SL, with the model run ending in 1981, with a much larger model, the 380 SEC and 500SEC based on the new S class. Volume production of the first R107 car, the 350 SL, started in April 1971 alongside the last of the W113 cars; the 350 SLC followed in October. The early 1971 350SL are very rare and were available with an optional 4 speed fluid coupling automatic gearbox. In addition, the rare 1971 cars were fitted with Bosch electronic fuel injection. Sales in North America began in 1972, and cars wore the name 350 SL, but had a larger 4.5L V8 with 3 speed auto (and were renamed 450 SL for model year 1973); the big V8 became available on other markets with the official introduction of the 450 SL/SLC on non-North American markets in March 1973. US cars sold from 1972 through 1975 used the Bosch D Jetronic fuel injection system, an early electronic engine management system. From July 1974 both SL and SLC could also be ordered with a fuel-injected 2.8L straight-6 as 280 SL and SLC. US models sold from 1976 through 1979 used the Bosch K Jetronic system, an entirely mechanical fuel injection system. All US models used the 4.5 litre engine, and were called 450 SL/SLC. In September 1977 the 450 SLC 5.0 joined the line. This was a homologation version of the big coupé, featuring a new all-aluminium five-litre V8, aluminium alloy bonnet and boot-lid, and a black rubber rear spoiler, along with a small front-lip spoiler. The 450SLC 5.0 was produced in order to homologate the SLC for the 1978 World Rally Championship. Starting in 1980, the 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, returning to where the R107 started in 1971 with the optional 4 speed automatic 350SL. The 280, 380 and 500 SLC were discontinued in 1981 with the introduction of the W126 series 380 and 500 SEC coupes. A total of 62,888 SLCs had been manufactured over a ten-year period of which just 1,636 were the 450 SLC-5.0 and 1,133 were the 500 SLC. Both these models are sought by collectors today. With the exception of the SL65 AMG Black Series, the SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan. Following the discontinuation of the SLC in September 1981, the 107 series continued initially as the 280, 380 and 500 SL. At this time, the V8 engines were re-tuned for greater efficiency, lost a few hp and consumed less fuel- this largely due to substantially higher (numerically lower) axle ratios that went from 3.27:1 to 2.47:1 for the 380 SL and from 2.72:1 to 2.27:1 for the 500 SL. From September 1985 the 280 SL was replaced by a new 300 SL, and the 380 SL by a 420 SL; the 500 SL continued and a 560 SL was introduced for certain extra-European markets, notably the USA, Australia and Japan. Also in 1985, the Bosch KE Jetronic was fitted. The KE Jetronic system varied from the earlier, all mechanical system by the introduction of a more modern engine management “computer”, which controlled idle speed, fuel rate, and air/fuel mixture. The final car of the 18 years running 107 series was a 500 SL painted Signal red, built on August 4, 1989; it currently resides in the Mercedes-Benz museum in Stuttgart.
First Mercedes that we think of as the S Class was the W116, which was launched in 1972. Development began in 1966, which was only a year after the launch of the W108/09. This was the first Mercedes saloon to feature the brand new corporate styling theme which was to be continued until 1993 when the 190 was discontinued. The design, finalised in December 1969 was a dramatic leap forward, with more masculine lines that combined to create an elegant and sporty character. The basic design concept carried through the themes originally introduced on the R107 SL-Class roadster, especially the front and rear lights. As for the SL, the W116 received the ridged lamp covers which kept dirt accumulation at bay; this was to remain a Mercedes-Benz design theme into the 21st century. The W116 was Friedrich Geiger’s last design for Mercedes-Benz; his career had started with the Mercedes-Benz 500K in 1933. The car was presented in September 1972. The model range initially included two versions of the M110 straight-six with 2746 cc — the 280 S (using a Solex carburetor) and the 280 SE (using Bosch D-Jetronic injection), plus the 350 SE, powered by the M116 engine (V8 with 3499). After the 1973 Fuel Crisis, a long-wheelbase version of the 280 was added to the lineup. Six month later, two new models powered by the M117 engine (V8 with 4520 cc) were added to the range—the 450 SE and the 450 SEL (with a 100 mm longer body). The 450 had 225 PS in most markets, federalised cars offered 190 hp while Swedish market cars had an EGR-valve and 200 PS until 1976. The 450s received a plusher interior as well, with velour or leather seats rather than the checkered cloth of the lesser models. The door insides were also of a different design, being pulled up around the windows. The most notable W116 was the high-performance, limited-production 450 SEL 6.9, which was introduced in 1975. This model boasted by far the largest engine installed in a post-war Mercedes-Benz (and any non-American production automobile) up to that time, and also featured self-levelling hydropneumatic suspension. The 450 SE was named the European Car of the Year in 1974, even though the W116 range was first introduced at the Paris Motor Show in the autumn 1972.. The W116 range became the first production car to use an electronic four-wheel multi-channel anti-lock braking system (ABS) from Bosch as an option from 1978 on. Production reached 473,035 units. The W116 was succeeded by the W126 S-Class in 1979.
Mercedes-Benz introduced the W123 four-door versions on 29 January 1976. While there were some technical similarities to their predecessors, the new models were larger in wheelbase and exterior dimensions. The styling was also updated, although stylistic links with the W114 / W115 were maintained. Initially, all models except 280/280E featured quad unequal-size round headlights and the latter large rectangular units. When facelifted, these units became standard across the range. All W115 engines were carried over, with the 3-litre 5-cylinder diesel model being renamed from “240D 3.0” to “300D” (as it had already been called before in North American markets). The only new engine was the 250’s 2,525 cc inline-six (Type M123, a short-stroke version of the 2.8-litre six Type M110) that replaced the old 2,496 cc Type M114 “six”. In the spring of 1976, a Coupé version was introduced on a shorter wheelbase than the saloon (106.7 in versus 110.0 in. This W123C/CE was available as a 230C (later 230CE) and as a 280C/CE in most markets; in North America there were additional 300CD versions with naturally aspirated, later turbocharged 3-litre diesel engines. In North America, buyers favored diesel engines for upmarket cars, while CAFE legislation meant that Mercedes-Benz North America had to lower their corporate average fuel economy. This led to the introduction of a few diesel models only sold in the United States. It is a tribute to the car’s instant popularity – and possibly to the caution built into the production schedules – that nine months after its introduction, a black market had developed in Germany for Mercedes-Benz W123s available for immediate delivery. Customers willing to order new cars from their local authorised dealer for the recommended list price faced waiting times in excess of twelve months. Meanwhile, models that were barely used and were available almost immediately commanded a premium over the new price of around DM 5,000. From August 1976, long-wheelbase versions (134.8 in) were produced. These were available as 7/8 seater saloons with works bodies or as a chassis with complete front body clip, the latter serving as the base for ambulance and hearse bodies by external suppliers like Binz or Miesen. These “Lang” versions could be ordered as 240D, 300D and 250 models. At the Frankfurt Auto Show in September, 1977 the W123T estate was introduced; the T in the model designation stood for “Touring and Transport”. All engines derivative except “200TD” were available in the range. T production began in March, 1978 in Mercedes’ Bremen factory. It was the first factory-built Mercedes-Benz estate, previous estates had been custom-built by external coachbuilders, such as Binz. In early 1979, the diesel models’ power output was increased; power rose from 54 hp to 59 hp in the 200D, from 64 hp to 71 hp in the 240D and from 79 hp to 87 hp in the 300D; at the same time, the 220D went out of production. The first Mercedes turbo diesel production W123 appeared in September, 1981. This was the 300 TD Turbodiesel, available with automatic transmission only. In most markets, the turbocharged 5-cylinder 3-litre diesel engine (Type OM617.95) was offered only in the T body style, while in North America it was also available in saloon and coupé guises. June 1980 saw the introduction of new four-cylinder petrol engines (Type M102). A new 2-litre four with shorter stroke replaced the old M115, a fuel-injected 2.3-litre version of this engine (in 230E/TE/CE) the old carburettor 230. Both engines were more powerful than their predecessors. In 1980/81, the carburettor 280 versions went out of production; the fuel-injected 280E continued to be offered. In September 1982, all models received a mild facelift. The rectangular headlights, previously fitted only to the 280/280E, were standardised across the board, as was power steering. Since February 1982, an optional five-speed manual transmission was available in all models (except the automatic-only 300 turbodiesel). W123 production ended in January, 1986 with 63 final T-models rolling out. Most popular single models were the 240D (455,000 built), the 230E (442,000 built), and the 200D (378,000 built). The W123 introduced innovations including ABS (optional from August, 1980), a retractable steering column and an airbag for the driver (optional from 1982). Power (vacuum servo) assisted disc brakes were standard on all W123s. Available options included MB-Tex (Mercedes-Benz Texturized Punctured Vinyl) upholstery or velour or leather upholstery, interior wood trim, passenger side exterior mirror (standard on T models), 5-speed manual transmission (European market only), 4-speed automatic transmission (standard in turbodiesel models), power windows with rear-seat switch cut-outs, vacuum powered central locking, rear-facing extra seats (estate only), Standheizung (prestart timer-controlled engine heating), self-locking differential, sun roof, air conditioning, climate control, “Alpine” horn (selectable quieter horn), headlamp wipers (European market only), Tempomat (cruise control), power steering (standard after 1982/08), seat heating, catalytic converter (available from 1984 for California only, from fall (autumn) 1984 also in Germany for the 230E of which one thousand were built). These days, the cars are very popular “youngtimer” classics, with all models highly rated.
The CLK 63 AMG Black Series is a high-performance version of the CLK 63 AMG coupé, produced between 2007 and 2009. 500 examples were produced in total, with 349 headed to the United States and only 120 examples built with right-hand drive. It is powered by the M156 6,208 cc V8, producing 500 bhp at 6,800 rpm and 630 Nm (465 lb/ft) of torque at 5,250 rpm and uses Pirelli P-Zero Corsa tyres and features Mercedes’ SpeedShift 7G-Tronic transmission. Additional features also include a manually adjustable suspension system designed and manufactured by KW, a limited-slip differential, larger air intakes, bucket seats, 19-inch alloy wheels, and a spoiler, diffuser, and wider fenders made of carbon fibre. The rear seats have also been removed in order to save weight, and the top speed has been extended to 300 km/h (186 mph).
The SLS was the first Mercedes-Benz designed and built from scratch entirely by AMG. Upon its introduction at the 2009 Frankfurt Motor Show, the SLS AMG’s 571 PS (563 bhp) M159 engine was according to AMG “the world’s most powerful naturally aspirated production series engine” ever produced. The SLS AMG was designed by Mark Fetherston to be a modern 300SL Gullwing, adopting the feature of the gull-wing doors that swing open upwards on gas struts, and must be closed manually as AMG engineers decided against the 41 kg (90 lb) of additional weight that auto-closing systems would have added to the car. In case of a roll-over, the doors can be fully detached to allow the occupants to leave the vehicle. The SLS AMG Roadster was unveiled at the 2011 Frankfurt International Motor Show, as convertible variant, with conventional doors and three-layered fabric soft top (having a magnesium, steel and aluminium construction) which opens and closes in 11 seconds, and can be operated on the move at up to 50 km/h (31 mph). The roadster’s DIN kerb weight is 40 kg (88 lb) more than the SLS AMG Coupé. Certain reinforcements were made to the roadster in order to compensate for the loss of roof which includes side skirts with greater wall thicknesses and more chambers, a dashboard cross-member is supported against the windscreen frame and centre tunnel by additional struts, a curved strut between the soft top and the tank reinforces the rear axle, a reinforcing cross-member behind the seats to support the fixed roll-over protection system. An electric version of the car, the SLS AMG Electric Drive, was presented at the 2012 Paris Motor Show, but never entered production. The more focused Black Series, with more power and reduced weight did, though, following a presentation at the 2012 Los Angeles Show. Plenty of special editions of the car did, though, culminating in the 2014 SLS AMG GT Final Edition. The SLS was replaced by the somewhat cheaper (to build and hence to buy) AMG GT which remains in production.
The Mercedes-AMG ONE (R50, previously known as Project One) is a limited-production plug-in dual hybrid sports car manufactured by Mercedes-AMG, featuring Formula One-derived technology. The Project One concept car was unveiled at the 2017 International Motor Show Germany by the then three-time F1 world champion and Mercedes-AMG Petronas F1 driver, Lewis Hamilton and Head of Mercedes-Benz, Dieter Zetsche. The production version of the AMG ONE was unveiled on June 1, 2022 and production began in August. Mercedes-AMG unveiled the concept version of the ONE, the Project One with nearly identical specifications to the production version. Claimed that the production ONE will be evaluated on their performance, durability, and ability in Mercedes-Benz’s proving grounds and on racing circuits. Development of the AMG ONE took place at Mercedes-AMG, in Affalterbach, Germany. Head of Mercedes-AMG, Tobias Moers described that when “the time is right”, Lewis Hamilton, who has worked on the development of the car will join the team of development drivers testing prototypes of the car. The production version of the AMG ONE unveiled on June 1, 2022. Production was expected to begin in late 2022 and planned to be limited for 275 units at a price of US$2.72 million per unit, all of which had been already sold. Mercedes-AMG received orders more than four times of the planned production number, but they refused to increase the production limit, in order to maintain exclusivity of the car. Production of the AMG ONE began in August 2022, all 275 cars were set to be hand built by Mercedes-AMG, with deliveries to begin in late 2022. The first car was delivered on January 16, 2023, which had an exclusive paint job inspired by the livery of the F1 W12 E Performance. Lewis Hamilton reportedly purchased two AMG ONE units, of which one is to be gifted to his father Anthony. Other notable owners of the AMG ONE include; former McLaren-Mercedes F1 driver David Coulthard, former Mercedes F1 driver and 2016 F1 world champion Nico Rosberg, former Mercedes F1 driver Valtteri Bottas, and Australian businessman Lindsay Fox. The exterior of the car is designed primarily for better aerodynamics. Notable aerodynamic features include; moveable slats which were specifically developed for the front wheelhouses, two-part extendable rear wing with DRS system and active flaps on the front diffuser which were adjustable to suit the driver chosen driving program. Additionally, large front air inlets, roof-mounted air intake, large aerodynamic fin extending down the back half of the car and aerodynamically optimized wheels to aid generate more downforce in order to carry the maximum speed at highspeed corners. The powertrain of the Mercedes-AMG ONE is rated at 782 kW (1,063 PS; 1,049 hp) through a hybrid drivetrain that shares many features with modern F1 cars. The car has an internal combustion engine and four electric motors. The car on which the engine and design of the ONE is based on is the Mercedes-AMG F1 W06, as confirmed by Mercedes-AMG board member Ola Källenius. The Mercedes-AMG ONE utilises a modified version of the Mercedes-Benz PU106B Hybrid engine, a 1.6-litre turbocharged 90-degree V6 engine. Modifications were done to the engine as to make comply with the idle RPM and redline regulations. Tobias Moers, claimed that the engine would be at 1,280 rpm at idle, and 11,000 rpm at its redline limit. However, the engine would only last for 50,000 km (31,000 mi) and the owners will have to return their cars for an engine refurbishment. The ICE produces 422 kW (574 PS; 566 hp), torque figures were claimed to be unmeasurable due to the complex drivetrain. Top speed of this car is limited at 219 mph (352 km/h). The internal combustion engine works in conjunction with four electric motors: a 120 kW (163 PS; 161 hp) motor generator unit-kinetic (MGU-K) coupled to the crankshaft, a 90 kW (122 PS; 121 hp) motor generator unit-heat (MGU-H) coupled to the turbocharger, and two 120 kW (163 PS; 161 hp) electric motors at the front axle. The MGU-K and MGU-H are Formula One-style motors responsible for recovering energy and improving efficiency during the operation of the car. More specifically, the MGU-K serves to generate electricity during braking, while the MGU-H serves to eliminate turbo lag in order to improve throttle response by keeping the turbine spinning at lower engine speeds and also to recover waste energy from the exhaust. The final two electric motors driving the front wheels make up for an all-wheel drive drivetrain, the sum of these four electric motors contribute 360 kW (489 PS; 483 hp) of effective power to the total power output figure of the AMG ONE. The AMG ONE features a 7-speed single-clutch automated manual transmission with 4-disc carbon racing clutch (similar to the type of transmission used in modern F1 cars), and delivers the bulk of the engine power and torque to the rear wheels. The use of a single-clutch over a dual-clutch transmission was due to engineers wanting to keep the car light and concerns over the dual-clutch’s ability to handle the high-revving ICE. The car contains a five-link aluminium coil-over suspension setup with two transverse adjustable push-rod spring struts, including adaptive damping adjustments. Rear axle links are shaped for better aerodynamics. It also features the hydraulic AMG carbon-fibre ceramic high-performance composite brake system, with 398 x 38 mm front composite brake discs, ventilated with 6-piston aluminium fixed callipers. 380 x 34 mm rear composite brake discs, ventilated with 4-piston aluminium fixed callipers. Additionally electric parking brake, ABS, brake assist and 3-stage ESP were also offered for the car. The AMG ONE also has unique 10-spoke forged aluminium alloy wheels emerged with NACA carbon fibre openings for brake cooling and increase downforce. Also, with diameters of 19 inches at the front and 20 inches at the rear with F1-styled centre-lock wheel nuts. The tyres are semi-slick Michelin Pilot Sport Cup 2Rs with codes of 285/35 ZR 19 for the front and 335/30 ZR 20 for the rear. The brakes are ventilated carbon-ceramic discs. The interior is mostly minimalist and driver-focused, continuing the F1 theme of the AMG ONE. This includes AMG Motorsport bucket seats, integrated into the carbon monocoque, a F1-style steering wheel with knobs for driving programs including; DRS, overtake etc. Paddle shifters and a driver-oriented central infotainment screen were also featured in the car. There are some traditional luxury features in the interior, notably the napa leather and hand stitching on the bucket seats. The body is made entirely out of carbon fibre in line with its F1 counterpart, resulting in a final kerb weight of 1,695 kg (3,737 lb). The car also features the F1 inspired exhaust tailpipe with a large round main outlet and two smaller outlets. The AMG ONE acts as one of the “hero cars” of Forza Horizon 5, being featured on the game’s cover alongside the Ford Bronco.
MG
Opinions do seem to vary as to quite when MG is celebrating its Centenary, with some events having taken place in 2023, but there will be more in 2024. There was a special display here, featuring a variety of cars from the 100 year history ranging from the very earliest to the latest all-electric Cyberster. Several had been shipped over from the UK specially.
This is “Old Number One”. In the hearts and minds of enthusiasts, Old Number One is the car that started the MG legend – but technically it’s not even an MG. The cherry red two-seater bears a Morris Garages circular badge rather than the famous MG octagon, and it’s based on a bullnosed Morris Cowley. Even so, it was specially built by MG founder Cecil Kimber for the 1925 competition season, and debuted at the Lands End Trial in Cornwall. Old Number One won the gold medal for a faultless performance at this early equivalent of a special stage rally. This was one of a number of modified vehicles developed by Kimber and his colleagues between 1924 and 1929. Not only did it lead to the establishment of MG as a separate entity, but the brand’s sporting success caught the general public’s attention and earned it a reputation for building small, affordable performance cars. Old Number One and other early MGs featured a low chassis and sporty bodywork, including the boat tail design that was popular in the twenties and thirties. And even today, the muscular stance, stripped-down panelling and elongated body look aggressive. You use a hand crank at the base of the grille to start the light and punchy 1.5-litre four-cylinder petrol engine. Once fired into life, it chugs away noisily, and only delivers 25bhp – similar to a modern 250cc motorcycle. Performance is sluggish by today’s standards, with 0-60mph taking 20 seconds and a top speed of around 80mph. But remember, Old Number One doesn’t have any seatbelts, and relies on skinny tyres and weak drum brakes. And besides, this two-seater doesn’t need strong pace – as the car that started the MG story, its legendary status is assured.
The diminutive M Type Midget is a tiny sports car produced from April 1929 to 1932. It was sometimes referred to as the 8/33. Launched at the 1928 London Motor Show when the sales of the larger MG saloons was faltering because of the economic climate, the small car brought MG ownership to a new sector of the market and probably saved the company. Early cars were made in the Cowley factory, but from 1930 production had transferred to Abingdon. The M-Type was one of the first genuinely affordable sports cars to be offered by an established manufacturer, as opposed to modified versions of factory-built saloon cars and tourers. By offering a car with excellent road manners and an entertaining driving experience at a low price (the new MG cost less than double the cheapest version of the Morris Minor on which it was based) despite relatively low overall performance the M-type set the template for many of the MG products that were to follow, as well as many of the other famous British sports cars of the 20th century. The M-type was also the first MG to wear the Midget name that would be used on a succession of small sports cars until 1980. This 2-door sports car used an updated version of the four-cylinder bevel-gear driven overhead camshaft engine used in the 1928 Morris Minor and Wolseley 10 with a single SU carburettor giving 20 bhp at 4000 rpm. Drive was to the rear wheels through a three-speed non-synchromesh gearbox. The chassis was based on the one used in the 1928 Morris Minor with lowered suspension using half-elliptic springs and Hartford friction disk shock absorbers with rigid front and rear axles and bolt on wire wheels. The car had a wheelbase of 78 inches and a track of 42 inches. 1930 brought a series of improvements to the car. The Morris rod brake system, with the handbrake working on the transmission, was replaced a cable system with cross shaft coupled to the handbrake and the transmission brake deleted. Engine output was increased to 27 bhp by improving the camshaft and a four-speed gearbox was offered as an option. The doors became front-hinged. A supercharged version could be ordered from 1932, raising the top speed to 80 mph. Early bodies were fabric-covered using a wood frame; this changed to all-metal in 1931. Most cars had bodies made by Carbodies of Coventry and fitted by MG in either open two-seat or closed two-door “Sportsmans” coupé versions, but some chassis were supplied to external coachbuilders such as Jarvis. The factory even made a van version as a service vehicle. The car could reach 65 mph and return 40 miles per gallon. The open version cost £175 at launch, soon rising to £185, and the coupé cost £245. The 1932 supercharged car cost £250. The M-type had considerable sporting success, both privately and with official teams winning gold medals in the 1929 Land’s End Trial and class wins in the 1930 “Double Twelve” race at Brooklands. An entry was also made in the 1930 Le Mans 24 hour, but neither of the two cars finished. It was replaced by the J Type, and then the P Series in 1934.
Dating from 1935 is this KN Type. The MG KN Magnette is a coupé that was produced by MG between 1933 and 1934 and was designed to use up surplus bodies made for the unsold MG K-type saloons. These bodies were fitted to the K1 chassis but had the more powerful MG N-type 1271 cc engine. The body had no pillar between the front and rear doors. The front doors were hinged at the windscreen end and closed against the rear doors. To give the impression of being a two-door coupé the rear doors had no external handles. The absence of the central pillar affected the structure of the body and often caused problems. A sunshine roof was fitted. The 56 bhp engine would take the car to 78 mph. A variation was sold by University Motors, the London MG dealer using the four-seat K1 body and called the “University Motors Speed Model”. The KN was priced at £399.
The J-type was produced from 1932 to 1934. This 2-door sports car used an updated version of the overhead camshaft, crossflow engine, used in the 1928 Morris Minor and Wolseley 10 and previously fitted in the MG M-type Midget of 1929 to 1932, driving the rear wheels through a four-speed non-synchromesh gearbox. The chassis was from the D-Type with suspension by half-elliptic springs and Hartford friction shock absorbers all round with rigid front and rear axles. The car had a wheelbase of 86″ and a track of 42″. Most cars were open two-seaters, but a closed salonette version of the J1 was also made, and some chassis were supplied to external coachbuilders. The open cars can be distinguished from the M type by having cut-away tops to the doors. Small numbers of J3 and J4 models, designed for racing, were made and the J1 was the four seater model in the range, but by far the most common were the J2 models, such as this one. The 847cc engine gave the car a top speed of 65 mph, although The Autocar managed to get nearly 20 mph more than that from a specially prepared one that they tested in 1933. The most serious of the J2’s technical failings is that has only a two-bearing crankshaft, which could break if over-revved. The overhead camshaft is driven by a vertical shaft through bevel gears, which also forms the armature of the dynamo. Thus any oil leak from the cambox seal goes into the dynamo brushgear, presenting a fire hazard. Rather than hydraulic brakes the car has Bowden cables to each drum. Although requiring no more pedal force than any other non-power-assisted drum brake if they are well maintained, the drums themselves are small, and even in period it was a common modification to replace them with larger drums from later models. Nonetheless, the car was quite popular, and at £199, was relatively affordable.
The TA Midget replaced the PB in 1936. It was an evolution of the previous car and was 3 inches (76 mm) wider in its track at 45 inches (1,100 mm) and 7 inches (180 mm) longer in its wheelbase at 94 inches (2,400 mm). The previous advanced overhead-cam inline-four engine was by then not in use by any other production car so it was replaced by the MPJG OHV unit from the Wolseley 10, but with twin SU carburettors, modified camshaft and manifolding. The engine displaced just 1292 cc, with a stroke of 102 mm and a bore of 63.5 mm and power output was 50 hp at 4,500 rpm. The four-speed manual gearbox now had synchromesh on the two top ratios and was connected to the engine by a cork-faced clutch running in oil. Unlike the PB, hydraulic brakes were fitted with 9-inch drums. Like the PB, most were two-seat open cars with a steel body on an ash frame. A bench-type seat was fitted with storage space behind. The T-type was capable of reaching almost 80 mph (130 km/h) in standard tune with a 0–60 mph time of 23.1 seconds. Allan Tomlinson won the 1939 Australian Grand Prix handicap driving an MG TA. 3,003 were made and in 1936 it cost £222 on the home market, the same as the PB. When first introduced the model was known as the T Type and only after the advent of the TB did the TA designation come into use. Whilst the TC, the first postwar MG and launched in 1945, was quite similar to the pre-war TB, sharing the same 1,250 cc pushrod-OHV engine, it had a slightly higher compression ratio of 7.4:1 giving 54.5 bhp at 5200 rpm. The makers also provided several alternative stages of tuning for “specific purposes”. It was exported to the United States, even though only ever built in right-hand drive. The export version had slightly smaller US specification sealed-beam headlights and larger twin rear lights, as well as turn signals and chrome-plated front and rear bumpers. The body of the TC was approximately 4 inches wider than the TB measured at the rear of the doors to give more cockpit space. The overall car width remained the same resulting in narrower running boards with two tread strips as opposed to the previous three. The tachometer was directly in front of the driver, while the speedometer was on the other side of the dash in front of the passenger. 10,001 TCs were produced, from September 1945 to Nov. 1949, more than any previous MG model. It cost £527 on the home market in 1947.
There were two racing MG models from the 1930s here, the 1935 R Type and the 1939 TB “Rivers Fletcher”.
Two of the MG Record Breakers that are usually on display in the Gaydon museum were here. In 1938, the enthusiastic Cecil Kimber was still in charge, and even though Lord Nuffield had now incorporated MG into his Nuffield Motors company, he retained overall control. Having seen how successful the streamlined Auto Unions and Mercedes-Benz Silver Arrows had been in recent years, he decided to follow their lead. The car of choice would be the EX135. It started life as an offset single-seater which raced at Brooklands. George Eyston, who owned it, christened it the Magic Magnette because it used the K3 Magnette’s chassis and six-cylinder engine. But to make it a record breaker, it needed a new streamlined body – Reid Railton was the firm commissioned to produce the new bodyshell. Reid Railton? Yes, one of the most famous of all record-breaking specialists, and producer of the deliciously-smooth and wickedly-fast Railton Land Speed Record car. Railton’s approach was to clothe the EX135 chassis with bodywork that drew upon Auto Union and Mercedes-Benz expertise. The results were sensational. In November 1938, Gardner took the new car to a specially prepared German autobahn near Frankfurt (above), unleashed the projectile and achieved 187.6mph. When the news was cabled back to Britain, many people steadfastly refused to believe it. Railton, with his new body, had allowed Gardner’s car to go nearly 40mph faster than it had with its previous racer-spec bodywork. But it was true, and in June 1939, with war clouds already gathering, Gardner returned to Dessau in Germany, achieving 203mph with a supercharged 1100cc engine with about 200bhp. That was the occasion when MG mechanics then stripped the engine, rebored it to a mite more than 1100cc and allowed Gardner to take the 1500cc records as well. EX135 was so versatile, and so well streamlined, that it eventually set new records for the 350cc, 500cc, 750cc, 1100cc and 1500cc categories before being retired in 1952.
In 1959, the MG EX181, a remarkable feat of engineering, achieved a jaw-dropping top speed of 409 km/h (254 mph) with just 300 horsepower under the hood—a testament to the power of aerodynamics over brute force. While modern supercars like the Bugatti Veyron needed 1001 horsepower from an 8.0-liter W16 engine and four turbochargers to cross the 400 km/h mark, the MG EX181 reached similar speeds with a fraction of that power. The secret to the EX181’s success lies in its innovative aerodynamic design, which created an incredibly low drag coefficient of just 0.12. To put this into perspective, today’s highly aerodynamic Mercedes EQS sedan has a drag coefficient of 0.20, while Japanese test cars from Daihatsu with a drag coefficient of 0.17 achieve impressive fuel efficiency of 72 km per litre. By crafting a car with such low air resistance, MG engineers unlocked the ability to reach extraordinary speeds with relatively low power. Powered by a heavily modified 1.5-liter engine, the EX181’s original 69 horsepower was boosted up to 304 horsepower. Despite being on par with the horsepower of today’s Volkswagen Golf R, the MG EX181’s aerodynamic efficiency allowed it to achieve incredible speeds with minimal power. Former Formula 1 champion Phil Hill, who drove the MG EX181 to its record speed in 1959, once remarked that lifting his foot off the gas didn’t slow the car as much as expected; its design allowed it to essentially “glide” through the air. The MG EX181 is a fascinating example of how engineering prowess and intelligent design can overcome limitations in horsepower. Though it may not have the massive engines of today’s hypercars, it demonstrated that with the right aerodynamics, even a small but powerful engine could reach record-breaking speeds.
The MGA replaced the long running T Series sports cars and presented a complete styling break from MG’s earlier sports cars. Announced on 26 September 1955, the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of the 58.750 cars made were exported. Only 5869 cars were sold on the home market, the lowest percentage of any British car. It was replaced by the MGB. The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips’ TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the “first of a new line” to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe did. It was a body-on-frame design and used the straight-4 1489cc “B series” engine from the MG Magnette saloon driving the rear wheels through a 4-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels. The 1489 cc engine fitted with twin H4 type SU Carburettors produced 68 hp at first, but was soon uprated to 72 hp. Lockheed hydraulic drum brakes were used on all wheels. A high-performance Twin-Cam model was added for 1958. It used a high-compression (9.9:1 later 8.3:1) DOHC aluminium cylinder head version of the B-Series engine producing 108 hp. Due to detonation problems, a 100 bhp low-compression version was introduced later. Four-wheel disc brakes by Dunlop were fitted, along with Dunlop peg drive knock-off steel wheels similar to wheels used on racing Jaguars, unique to the Twin-Cam and “DeLuxe” MGA 1600 and 1600 MkII roadsters. These wheels and chassis upgrades were used on a small number of the “DeLuxe” models built after Twin-Cam production came to a halt. Aside from the wheels, the only outside identifier was a “Twin-Cam” logo near the vent aside the bonnet. A careful look at the rear wheel vents would also reveal another feature unique to Twin-Cam and DeLuxe: those 4 wheel Dunlop disc brakes . The temperamental engine was notorious for warranty problems during the course of production, and sales dropped quickly. The engine suffered from detonation and burnt oil. Most of the problems with the Twin-Cam engine were rectified with the low-compression version, but by then the damage had been done. Many restored Twin-Cams are running more reliably today than they ever did during production. The Twin-Cam was dropped in 1960 after 2,111 had been produced. Production ended in April 1960, but had slowed to a trickle long before. In May 1959 the standard cars also received an updated engine, now at 1588 cc producing 79.5 bhp . At the front disc brakes were fitted, but drums remained in the rear. Externally the car was very similar to the 1500 with differences including: amber or white (depending on market) front turn indicators shared with white parking lamps, separate stop/tail and turn lamps in the rear, and 1600 badging on the boot and the cowl. 31,501 of these were produced in less than three years. A number of 1600 De Luxe versions were produced with leftover special wheels and four-wheel disc brakes of the departed Twin-Cam, or using complete modified Twincam chassis left redundant by the discontinuance of that model. Seventy roadsters and 12 coupés were built. The engine size was increased again to 1622 cc by increasing the bore from 75.4 mm to 76.2 mm for the 1961 Mark II MGA. The cylinder head was also revised with larger valves and re-engineered combustion chambers. Horsepower increased to 90 bhp. It also had a higher ratio 4:1 rear axle, which made for more relaxed high-speed driving. An inset grille and Morris Mini tail lamps appearing horizontally below the deck lid were the most obvious visual changes. 8,198 Mark II roadsters and 521 coupés were built. As with the 1600 De Luxe, there were also some Mark II De Luxe versions; 290 roadsters and 23 coupés were produced.
Launched in October 1962, this car was produced for the next 18 years and it went on to become Britain’s best selling sports car. When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples. Due to a high demand of the limited edition model, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built, and although many of these were initially sold new in North America, a lot have been repatriated here.
This 4WD mid engined MG Metro 6R4 of 1984 (6-cylinder, rally car, four-wheel-drive) was a world away from the best selling city car to which it bore only a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four wheel drive transmission enclosed within a semi-monocoque seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering. The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was a break from the norm, as it wasn’t turbocharged as the majority of its competitors were. The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle. The four-wheel-drive was permanently engaged, and drove separate propshafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork. The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of 250 bhp, of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over 410 bhp. At its launch in 1985, Rover announced that it would complete the necessary number of cars required for homologation by November of that year. This was undertaken at the group’s large manufacturing facility at Longbridge. The car was to participate in the Lombard RAC rally in November 1985, and an example, driven by works driver Tony Pond, finished a highly respectable third, behind two Lancia Delta S4s. This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at Monte Carlo, Sweden, Portugal and Corsica during the 1986 season, none of the Metros managed to complete a course. The majority of these problems were related to the V6 powerplant which suffered teething issues. Halfway during the 1986 season, Group B was banned (following a series of fatal crashes in which both competitors and spectators lost their lives). From that point on, the 6R4 was always going to be limited in front line competition, although they were run with limited success for the remainder of the year. A number passed into private hands and have proved formidable rally and rallycross cars. Despite the expiry of the 6R4’s homologation the MSA still allow the cars to run in competition although engine sizes have been limited to 2800cc (single plenum engines) and 2500cc (multi-plenum engines). Austin Rover withdrew from the rallying scene at the end of the season, but in 1987 all the parts and engines were sold to Tom Walkinshaw Racing, whereupon the V6 engine reappeared in the Jaguar XJ220, this time with turbochargers added.
The MG-Lola EX257 (sometimes referred to as simply MG EX257) is a Le Mans Prototype racing car built by Lola for the MG car company for their attempt to compete again at the 24 Hours of Le Mans in 2001. The car has had many years of mixed success since its introduction, even in privateer hands. It was Lola’s only car built specifically to LMP675 regulations, and was known by their designation as the Lola B01/60. The last EX257 in original specification was retired from racing in 2007. Following a resurgence for the MG brand in the beginnings of the 21st century, the decision was made to expand the brand into motorsports including touring car and sports car racing. MG had previously had success at the 24 Hours of Le Mans many decades ago, yet had never scored an overall win. At approximately the same time, the Automobile Club de l’Ouest (ACO) had changed the Le Mans Prototype regulations for Le Mans, making it possible for two different classes of prototype to be capable of taking an overall win. This class, known as LMP675, would use smaller turbocharged engines yet would be lighter and more nimble, making it possible for them to compete with the larger, more powerful LMP900 class. Seeing an opportunity to use a production-based engine in an LMP675 instead of a custom-built engine that would be larger than anything MG had in their production cars at the time, MG decided to enter into this new class in agreement with Lola Cars International. Lola had previously built cars in 2000, known as the B2K/10 and B2K/40, but they were not designed with the LMP675 regulations in mind. Lola would therefore have to build an all-new prototype design that would center on the light weight and small engines of LMP675. Since the B2K/40 was more similar to the LMP675 regulations, many design elements of it were brought over for the new car, which Lola designated B01/60. The front fender design of the B01/60 was nearly identical to that of the B2K/40, but the nose of the car was radically different, incorporating a large square airbox (shaped like an MG grill) in the raised nose. The sidepods were also radically different, using sweeping lines to better manage airflow both in and out of the car. A large single air inlet was placed on the top of the car, slightly off to the side of the cockpit in order to house the turbo inlet. Using a design element borrowed from the Audi R8, a single rollbar was used behind the driver, instead of a long rollbar that covered the entire width of the cockpit. In the rear, the wing was mounted low on the chassis in order to increase overall top speed. In the end, the EX257 was very light at approximately 690 kg at its launch (675 kg being the minimum allowed by the rules). For an engine, MG turned to Advanced Engine Research (AER) for construction of their engine and Garrett for turbocharging it. Using some elements of MG’s production engines, the new 2.0 Litre turbocharged Inline-4 known as the MG XP20 (AER designation P07) came to approximately 500 hp, limited by air restrictors put in place by the ACO to equalize cars. In 2003, the Intersport Racing team considered that the MG engine was lacking the power necessary for tracks used in the American Le Mans Series. The team transplanted a Judd KV675 naturally aspirated V8 engine in place of the MG XP20. This required the removal of the large turbo inlet, replacing it with an air inlet mounted behind the cockpit. This car, referred to by its Lola designation only due to the loss of the MG engine, had a short career with some success. The new MG-Lola EX257 made its competition debut at the 2001 24 Hours of Le Mans, with two cars being run by MG Sport & Racing Ltd. The new cars showed their pace, qualifying 14th and 17th overall, the fastest two times amongst LMP675. The problems with the LMP675 formula showed their signs early in the race. Although quick even with their small engines, these engines were highly stressed and lacked the capabilities to survive long distances. Following a mere 30 laps, one MG was forced to retire due to exhaust failure. A few hours later, the second MG succumb to an oil leak, leaving MG retired from the event at a very early stage. For 2002, the EX257s were offered to customers for the first time. Two American teams, KnightHawk Racing and Intersport Racing, would seize the opportunity and purchase one chassis each, for competition throughout the American Le Mans Series season. Improvements to the EX257 provided greater durability, shown at Sebring with Intersport taking the LMP675 win and seventh overall, while KnightHawk took third in LMP675. Over the rest of the season, the pair of EX257s dominated the series, taking four more wins. KnightHawk took the LMP675 championship by a single point over Intersport. Also, for the final four races of the season, a third EX257 joined the series, in the hands of Dyson Racing, who managed fifth in the championship although taking part in just a handful of races. Back at Le Mans, the factory MG team again returned with their two EX257s. Their reliability was improved, as both cars survived further than they had the previous year. Gearbox problems eliminated one car after 129 laps. The second car was running strong until the final few hours of the race, when the engine let go. The American KnightHawk team also participated, but their car succumbed to fire during the night. After two years of being unable to finish at Le Mans and financial strain on the MG Rover Group, the sports car project was cancelled. However Lola continued selling the cars to customers, offering continued technical support along with Advanced Engine Research. In the American Le Mans Series, KnightHawk Racing left; its place was taken by a second Dyson Racing EX257. Both Dyson and Intersport traded wins off during the entire season, with the EX257 winning every race that year to give Dyson the championship. Notably, the #16 Dyson entry, piloted by James Weaver and Butch Leitzinger, took an overall victory at the Infineon Raceway round, the first time an LMP675 car had pulled off the upset. However, Intersport made an unusual decision for the final round at Petit Le Mans, deciding to replace the turbocharged MG engine with a new naturally aspirated Judd KV675 V8. This forced the team to make some mechanical changes to their car (now referred to as B01/60), but it was successful and the team managed to take the LMP675 win. Even with this perfect season for the EX257, Le Mans still saw problems. A single entry from Intersport failed to finish yet again, due to an engine failure after a mere 102 laps. The ACO decided to alter the Le Mans Prototype rules due to the inherent problems of the LMP675 class. The classes were restructured into LMP1 and LMP2, and the MG’s found themselves moved into the top LMP1 class. Over in Europe, Ray Mallock Ltd. carried on the MG name in the new Le Mans Endurance Series. The car performed well over the short season, finishing all races, and achieved a best finish of fifth, earning them fifth in the teams championship. In America, Dyson continued with their two-car squad, while Intersport continued with their Judd-powered entry. The success of the previous year could not be repeated, as Dyson was now in the same class as the dominant Audi R8. Although Dyson was able to score an overall victory against the R8s at Mosport, the team had to settle for second in the championship. Intersport’s hybrid car failed to perform, managing to score points in only two races. For Le Mans, both Ray Mallock, Ltd. and Intersport participated, but once again neither car finished. Intersport’s car was taken out in an accident, while RML’s entry blew an engine in the closing hours of the race. Following the dismal performance of Intersport’s hybrid B01/60, the car was retired for 2005. This left only the two-car Dyson team in the American Le Mans Series, and RML in the Le Mans Endurance Series. However, RML had made extensive modifications to their car during the off-season, including the addition of a Judd XV675 V8 similar to Intersport’s modification, leading to the new car being renamed the MG-Lola EX264. The car was now transferred to the LMP2 class, while Dyson’s unmodified cars remained in LMP1. Dyson once again suffered against the R8s, although it did manage to take two wins over the season, coming second in the LMP1 championship. In Europe, RML saw better performance against their LMP2 competition, including their first class victory at Istanbul Park. RML managed to finish second in the LMP2 championship behind Chamberlain-Synergy Motorsport. However the MG’s greatest success came at Le Mans, with RML managing to not only score the car’s first finish in the race, but also taking the LMP2 class victory by a mere four laps over a pair of Paul Belmondo Racing Courages. For 2006, Dyson Racing decided that the old EX257 was no longer competitive, and purchased newer Lola B06/10s. The two former Dyson EX257s were sold to two teams, Highcroft Racing and Autocon Motorsports, who competed in limited schedules in the American Le Mans Series. Highcroft scored the best result of the season, taking third place overall at Petit Le Mans. Meanwhile, Ray Mallock, Ltd. continued to campaign their EX264, now using the old MG/AER turbocharged engine once again. Another single victory was achieved by the team at Donington Park, yet again leaving them with second place in the LMP2 championship. At Le Mans however, RML repeated their success. Again taking the LMP2 class victory, this year they finished in eighth place overall, a mere 37 laps behind the overall winning Audi R10. 2007 began to see the end of the EX257. The final original car still in competition, Autocon Motorsport’s entry, began the 2007 American Le Mans Series season. However following three rounds of racing, the team decided to buy a newer Creation CA06/H after the Grand Prix of Long Beach.
Final MG in the centenary display was the all-electric Cyberster sports car which goes on sale later in 2024. It was attracting lots of interest.
There were a number of other MG cars elsewhere in the event.
Final version of the popular T Series sports car was the TF, launched on the 15 October 1953. Although it looked quite a bit different, this was really just a facelifted TD, fitted with the TD Mark II engine, headlights faired into the wings, a sloping radiator grille concealing a separate radiator, and a new pressurised cooling system along with a simulated external radiator cap. This XPAG engine’s compression ratio had been increased to 8.1:1 and extra-large valves with stronger valve springs and larger carburettors increased output to 57.5 bhp at 5,500 rpm. In mid-1954 the engine capacity was increased by 17 per cent to 1466 cc and designated XPEG. The bore was increased to 72 mm and compression raised to 8.3:1 giving 63 bhp at 5,000 rpm and a 17 per cent increase in torque. The car was now designated TF1500, and externally distinguished by a cream background enamel nameplate on both sides of the bonnet, placed just to the rear of the forward bonnet-release buttons. Production ended at chassis number TF10100 on 4 April 1955 after 9,602 TFs had been manufactured, including two prototypes and 3,400 TF1500s. A number of replica models have been built in more recent years, with the Naylor of the mid 1980s being perhaps the best known.
During 1981, British Leyland confirmed that the Metro range would soon be expanded with more luxurious and high performance versions. The Metro range was expanded in May 1982 to include the luxury Vanden Plas and higher performance MG versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the Abingdon plant making the MG B closed in 1980. The Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.9 seconds, top speed 103 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps. The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified cylinder head, with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP to 72 bhp. At the October 1982 Birmingham Motor Show the MG Metro Turbo variant was first shown. With a quoted bhp of 93, 0–60 mph in 9.9 seconds, and top speed of 112 mph (180 km/h) this car had few direct competitors at the time, although the growing demand for “hot hatches” meant that it soon had a host of competitors including the Ford Fiesta XR2, Peugeot 205 GTI and Renault 5 GT Turbo. This model had a few addition modifications bolted on over the normally aspirated MG model to give an additional 21 bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), and an uprated crankshaft of nitrided steel and sodium-cooled exhaust valves. Both MG variants were given a “sporty” interior with red seat belts, red carpets and a sports-style steering wheel. The Turbo also benefitted from an LCD boost pressure gauge. The Turbo also received alloy wheels, black wheel arch extensions, blacked out trim, a rear spoiler surrounding the windshield, and prominent “TURBO” decals. While it retained rear drums, the front disc brakes were changed to ventilated units. The later MG variants were emblazoned with the MG logo both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models. From 1983, the MG badge also found its way onto higher performance versions of the Maestro, and shortly afterwards it was adopted for higher-performance versions of the Montego. Both models proved popular, and sold strongly until they were deleted in 1990 when Rover-badged performance versions took over, but there are surprisingly few survivors.
Less than a year after the Rover 25 was launched, BMW sold the Rover Group to the Phoenix consortium for a token £10. By the summer of 2001, the newly named MG Rover Group introduced a sporty version of the Rover 25: the MG ZR. It had modified interior and exterior styling, as well as sports suspension, to give the car the look of a “hot” hatchback. The largest engine in the range was the 1.8 VVC 160 PS unit, which had a top speed of 130 mph . It was frequently Britain’s best-selling “hot hatch”. By 2004, the age of the Rover 25 / MG ZR’s interior design in particular was showing, so MG Rover gave the cars an exterior restyle to make them look more modern. The majority of changes however were focussed on the interior, which featured a completely new layout and fascia design. Production of both cars was suspended in April 2005 when the company went into administration. In March 2005 the 25 won the “Bargain of the Year Award” at the prestigious Auto Express Used Car Honours: “The compact hatchback was recognised by the judges for the availability and affordability that help make five-year old examples an attractive purchase proposition.”
In mid 2001, an MG version of the 45 had been launched, called the ZS, which gave MG a range of 3 different models as well as the TF sports car. The view of the press was that the suspension and steering alterations completely transformed the car, but this model was in a difficult part of the market, compared to the smaller ZR and is found fewer buyers. Those who did sample the ZS, especially in ZS 180 guise with the 2.5 litre KV6 got an absolutely cracking car though. It sported a V6 with all the aural benefits when all its rivals had 4 cylinder turbo engines. Later cars were facelifted to distinguish them more clearly from the Rover 45, with elements of the X Power bodykit being made standard.
The MG ZT and ZT-T were introduced three years after the Rover 75 and less than a year after the de-merger of MG Rover from BMW, along with the cheaper 25-based ZR and 45-based ZS models. The basic shape and styling of the MG ZT remained the same as for the Rover 75 but with changes to the front bumper, now with an integrated grille, and detail alterations including colour coding of the chromed waistline, a new bootlid plinth and different alloy wheels and tyres sizes. The interior featured revised seats and dashboard treatment with new instrument faces. Engineering changes ranged from uprated suspension and brakes to revised engine tuning for the petrol and diesel models. Development of the MG ZT was headed by Rob Oldaker, Product Development Director, with styling changes undertaken by Peter Stevens, who was previously responsible for the styling of the McLaren F1 and X180 version of the Lotus Esprit. At launch, the most potent ZT was the 190bhp petrol powered model, but in 2003, the 260 version of the car was launched, which utilised a 4.6 litre V8 from the Ford Mustang range. The model was converted from front-wheel drive to rear-wheel drive and was largely engineered by motorsport and engineering company Prodrive before being completed by MG. Apart from the badges, the only visual difference externally between the 260 and other ZTs are the quad exhausts. The 4.6 version is regarded as a true Q-car. and it has its own every enthusiastic and active Owners Club.
MINI
Along with the Morris Mini Traveller. the Austin Mini Countryman was a two-door estate car with double “barn”-style rear doors. Both were built on a slightly longer chassis of 84 inches (2.1 m) compared to 80.25 inches (2.038 m) for the saloon. The early Morris Mini Traveller and Austin Mini Countryman cars had an internal fuel tank located on the left hand side of the rear load area. This is identifiable by the fuel filler cap being on the left hand side of the car just below the rear window. In October 1961 the fuel tank was relocated to the underneath of the car and the filler cap was moved to low down on the right hand side of the car – the same configuration that was already in use on the Mini Van. From the start of production both models had a decorative, non-structural, ash wood trim on the rear body, in the style of a pre-war shooting-brake. This gave the car a similar appearance to the larger Morris Minor Traveller and gave rise to these cars simply being called a woodie. It is a popular misconception that the difference between the Traveller and the Countryman is the wood trim. An all steel version of both the Traveller and the Countryman without the wood trim was launched for export markets in April 1961 and for the home market in October 1962, but the woodie version remained more popular. In October 1967 the Mk2 version was launched with the same changes as the saloon. Approximately 108,000 Austin Mini Countrymans and 99,000 Morris Mini Travellers were built. Variations of this model were also built in South Africa, by Innocenti in Italy and by Industria de Montagem de Automoveis in Portugal. The models were replaced by the Clubman Estate in the autumn of 1969.
While Radford is best known for its collaboration with the Mini, the company’s origins can be traced back to the early 20th century. Founded in 1948 by Harold Radford, Radford Coachbuilders initially focused on producing high-quality coachwork for luxury automobiles. Their reputation for excellence quickly grew, and Radford became synonymous with elegant designs and meticulous attention to detail. Their clientele included royalty, celebrities, and discerning car enthusiasts who sought personalized luxury vehicles. In the 1960s, Radford’s path crossed with the iconic Mini, creating a partnership that would leave an indelible mark on automotive history. Recognizing the Mini’s popularity and cult following, Radford saw an opportunity to transform the beloved compact car into a symbol of bespoke luxury. Radford Minis, produced between 1963 and 1974, were handcrafted works of automotive art. They featured custom bodywork, sumptuous interiors, and a range of personalized options that elevated the Mini to new heights of exclusivity. From convertible versions to shooting brake estates, Radford’s creativity knew no bounds. One of the most famous Radford Minis was owned by none other than the legendary musician, Sir Paul McCartney. His custom Mini, often referred to as the “McCartney Mini,” featured a range of personalized touches, including a luxurious leather interior, a bespoke paint job, and even a record player installed in the dashboard. Radford Minis became a symbol of style and individuality, attracting a diverse range of clientele. From actors to sports stars and socialites, owning a Radford Mini became a statement of taste and sophistication. The unique combination of the Mini’s fun and agile nature with Radford’s custom craftsmanship made these cars highly sought after. Unfortunately, production of Radford Minis came to an end in 1974, following the closure of the British Leyland factory that manufactured the original Mini.
This is the British Open Classic which was made in June 1992, and based on the Mayfair. They all came in British Racing Green and had chrome bumpers, grille, and handles, body-colour door mirrors, black wheelarch extensions and sill finishers and coachlines with “British Open Classic” decals and coat of arms. The interior featured Stone Beige Countryman Tweed upholstery with leather inserts and green piping, cream leather steering wheel, matching doorcards and seatbelts, label stitched to seats reading “By Appointment to Her Majesty the Queen”. Equipment included an electrically operated full-length Webasto sunroof, Minilite-style alloy wheels, R552 stereo, opening rear windows. A similar folding sunroof that appeared on the British Open Classic had been an option in 1991 only in Japan, but the model was known as the ‘Canvas Top.’ Only 400 were made. Some unsold models were registered as 1992s, but this model was only officially sold in Japan in 1991. One difference between the British Open Classic and the Japanese Canvas Top model was the fact that the Japanese canvas top could be opened from the rear as well as the front. Opening from the rear was done manually by first releasing two latches on the inside rear of the top akin to those commonly found on convertible tops, and physically pushing the top forward. Opening from the front was accomplished via an electric motor just like in the British Open Classic. The British Open Classic was also made for other markets in larger numbers, these can be identified by either being left hand drive, fuel injected or no tweed inserts in the seats. UK spec Open Classics were all carburettor engines but the shell is single point injection as it has the bracket on the bulk head to the right of the carburettor. Unlike most limited editions the Open Classic has opening rear windows and a two pod dash, i.e. no rev counter. The export version has a three pod dash (this seems to vary, a German version and an Italian version are known, which have two pod dashes, so further research please). Also, there are export versions in existence, which are black, again, known are German and Italian cars. The Italian version also has beige cloth upholstery, without leather trimmings, also prepared for a radio (speakers, cables and antenna, but delivered without actual stereo unit). 1000 were made for the UK.
The Mini was the model that refused to die, with sales continuing after the launch of the Metro in 1980, and gathering momentum again in the 1990s, thanks in no small part to interest from Japan and because Rover Group decided to produce some more Cooper models. The first series of Cooper cars had been discontinued in 1971, replaced by the cheaper to build 1275GT, but when a limited edition model was produced in 1990, complete with full endorsement from John Cooper, the model was a sell out almost overnight, which prompted the decision to make it a permanent addition to the range. A number of refinements were made during the 90s, with fuel injection adding more power, a front mounted radiator and more sound deadening making the car quieter and new seats adding more comfort and a new dash making the car look less spartan inside.
Designed by Sir Alec Issigonis and John Sheppard, the Mini Moke is noted for its simple, straightforward, doorless design, and its adaptability. Originally prototyped as a lightweight military vehicle using the engine, transmission and suspension parts from the Mini van, the design’s small wheels and low ground clearance made it unsuitable as an off road military vehicle. The design was subsequently offered in civilian form as a low-cost, easily maintained vehicle, achieving global popularity as a lightweight, recreational and utility vehicle. The first Mokes were manufactured at BMC’s Longbridge, Birmingham plant, with 14,518 produced in the UK between 1964 and 1968. 26,000 were manufactured in Australia between 1966 and 1981, and 10,000 in Portugal between 1980 and 1993 when production ended.
MONTLHERY 100 YEARS
One of the biggest of the special displays was the one which celebrated 100 years of the Linas- Montlhéry racing circuit with an array of some of the cars which have completed there. They were certainly pretty varied!
The Bugatti Type 32, commonly called the Tank de Tours, was a streamlined racing car built in 1923. It was built to compete in the French Grand Prix, which was held on July 2 in Tours on the same year. The nickname of the car comes from its particular shape, which resembles battle tanks of its era, as well as the location of the Grand Prix. Another Bugatti model that earned the nickname “Tank” for its design and aerodynamics was the 57G Tank from 1936.Designed especially for the 1923 French Grand Prix in Tours, this original car by Ettore Bugatti was designed to be simple and quickly assembled. The first prototype with an aerodynamic aluminium body was built in six months around the 1,991cc in-line 8-cylinder engine used in prior Bugatti Type 30. The engine rated 90 hp for the competition and weighted for approximately 650 kg. Compared to the previous competition model, the Type 29, the Type 32 only shared the motorization with the previous model. Type 32 was small in size, with a wheelbase of 1,994m, like the Bugatti Type 13, 5 models of Type 32 were produced. In addition to the prototype, four racing capable cars were made, Each model came with the 2.0 L (1991 cc³) straight-8 engine based on that in the Type 30. It was a longitudinal engine with eight cylinders in line and five bearings with main bearings on the crankshaft. It had 3 valves per cylinder, two intake and one discharge, operated by a single camshaft Brakes hydraulically actuated at the front and mechanically actuated (metal cable) at the rear. The Type 32 was the first Bugatti to be fitted with roller-bearing big ends in order to improve the bottom-end reliability. The Type 32 also broke new ground (for a racing Bug) by using a three-speed and reverse transaxle unit, the exceptionally short wheelbase and long straight-8 engine making a conventional gearbox difficult to accommodate. It also heralded a hydraulic front brake actuation. Despite the low centre of gravity, its grip on the road was not good. The reason for this was due to its aerodynamics being similar to that of a wing profile, which meant that the vehicle could tend to rise at high speeds. Also, its short wheelbase contributed to the problem.
The Bugatti Type 35 was also here, of course.
1953 DB
GAR
Hotchkiss: While the world land speed record itself was entirely the preserve of British cars and drivers from September, 1924, until the age of jet propulsion in the 1960s, with the exception of American Ray Keech’s 1928 record which stood for 11 months, the various class, endurance and distance records were being hotly contested left, right and centre by manufacturers from across Europe which sought to establish themselves as the best in their field. France, and the Montlhéry circuit in particular, were buzzing with activity. As the 1920s was drawing to a close, Louis Renault and Gabriel Voisin were able to walk around with their heads held high, for Renault had claimed multiple long-distance records with its 40CV streamliner in 1926, including 50 miles at 118.069 mph and 24 hours at 107.9 mph. Voisin then clinched the 24-hour record in 1927, raising it to 114.2 mph. For Hotchkiss, which prided itself on its high-quality luxury cars, it made no sense to sit around while other manufacturers basked in glory, especially after the launch of its new six-cylinder AM73 and AM80 models in 1929. It needed to claim some records of its own, starting on September 12th, 1929. Hotchkiss had booked a sixteen-day session at Montlhéry with one of its three-litre AM80s, wearing a simple, low-roofed coupé body, with which it meant to attack as many International Class C records as possible. The attempt was, on the one hand, disastrous and, on the other, a great success. Time and time again, the Hotchkiss was brought to a halt by some new kind of mechanical failure, and by the end of the sixteen days the mechanics and drivers must have been about ready to murder the car, but they might have had a change of heart when they realised that they had managed to break no fewer than twenty-seven records. The old car had promise, then, and Hotchkiss came to the opinion that, with a bit of refinement, it could really do the company proud. A streamlined body was built for it, symmetrical at first but later offset to the left of the car, requiring the engine to be tilted forty degrees, for better weight distribution on the Montlhéry banking. The space on the right-hand side of the car housed the fuel tank. Returning to the Autodrome between October 5th and 7th, 1930, the Hotchkiss team had a much happier time, setting the 3,000-mile, 4,000km, 4,000-mile and 5,000km records in the 3,000-5,000 cc class, averaging between 82 and 83 mph. For 1933, Hotchkiss made some major changes. The total enclosure of the bodywork was simply a natural evolution, but where the project changed direction was in the engine department. Out went the AM80 six, and in went the two-litre four—essentially the AM80 engine minus two cylinders—from the new Hotchkiss 411. The revamped car went back to Montlhéry, where it was introduced to its new drivers, George Eyston and Bert Denly, who had a crack at the 500-mile, six-hour and 1000km records, achieving a best average speed of 101.753 mph over the six hours. A new nose went onto the car in 1934, and new records followed: the 4,000-mile, 5,000-mile and, at 95.362 mph, the 48-hour. The Hotchkiss record car reached the ultimate stage of its development in 1935. Probably its greatest achievement in this final year was its claiming the 1000km record at 112.26 mph, but even as its record-breaking days came to an end, it was to have one last hurrah. In September, it was placed on a boat pointing towards England, its destination being Brooklands and the famous 500-Mile Race, where it was to be campaigned by one of France’s leading drivers, Albert Divo, with co-driver Harry Rose. Averaging 106mph and pitting four times, it was a fast racer but not fast enough to beat John Cobb in the Napier-Railton. Thereafter, it has been claimed that the record car made one further appearance at Brooklands in 1938, and then was shipped back to the Hotchkiss factory in Paris. More’s the pity: in 1940, following the Nazi occupation, the factory was abandoned and the car was lost. Fortunately, we still have in the world some highly skilled engineers and passionate enthusiasts, such as Steve Smith, whose name will be known to racers from his dynamic balancing business Vibration Free. Having formed an appreciation of 1930s French streamliners, he bought from a customer an unbodied AM80 chassis which had been waiting for a sympathetic enthusiast to put it to good use, and thereafter set to work bringing the record car back from the dead. To begin with, all he had to help him was a photograph, which he projected against a wall until the wheels were 19 inches in diameter, i.e. life-sized, and calculated the dimensions from that. With the aid of modern technology—CAD and three-dimensional scanning—it became possible to visualise how the car should take shape, and a wooden buck was made for forming the panels. The project was started in 2012 and reached its completion in 2016, with the car appearing exactly as it did in 1935, albeit with the three-litre six and the tail shortened six inches for practicality. The engine produces in excess of 100 bhp and has been built to Hotchkiss’s original specification, with billet steel crankshaft and rods, forged pistons and a unique mechanically-damped flywheel. Since completion, the Hotchkiss has been the undisputed star of so many events, including its début at the 2016 V.S.C.C. Spring Start at Silverstone, where its surprise presence must have caused quite a few jaws to drop. It has also raced at major Grand Prix circuits including Silverstone, Donington and Zandvoort and smaller clubman circuits such as Mallory Park, Cadwell and Oulton Park. As if that wasn’t enough, it has also won its class at hill-climbs and sprints at Loton Park, Prescott, Shelsley Walsh and Brooklands. It most recently competed at Silverstone in 2022. Other prestigious events at which it has appeared include the Goodwood Festival of Speed, Château Impney Hill-Climb and Vintage Revival Montlhéry. Impressively, it has been driven to many of these events—with lights and mudguards fitted, it’s perfectly road-legal.
1957 Isetta Velam: In a show full of record-breaking cars, this 236cc single-cylinder-powered Velam stands out as by far the smallest. Based on the chassis of an Isetta Velam, the French licence-built version of the Iso original, but with unique aluminium bodywork, the car set seven class records at Monthléry in 1957.
1951 Lambert CS Cabriolet Sport: This 1951 Lambert Type CS is an 1100cc Ruby-engined roadster created by aspiring automobile manufacturer Germain Lambert, who was clearly inspired by Bugatti and, as here, Talbot.
Leyland-Thomas (“Babs”): Babs was the land speed record car built and driven by John Parry-Thomas. It was powered by a 27-litre Liberty L-12 aero-engine. Babs began as ‘Chitty 4’, one of Count Louis Zborowski’s series of aero-engined cars named ‘Chitty Bang Bang’. As it was built at Zborowski’s estate of Higham Park near Canterbury, it was also known as the Higham Special. Using a 450 hp V12 Liberty aero engine of 27 litres capacity, with a gearbox and chain-drive from a pre-war Blitzen Benz, it was the largest capacity racing car ever to run at Brooklands. It was bodied by coach building firm Bligh Brothers. Still not fully developed by the time of Zborowski’s death in 1924, it was purchased from his estate by J.G. Parry-Thomas for the sum of £125. Parry-Thomas rechristened the car Babs and rebuilt it with four Zenith carburettors and his own design of pistons. In April 1926, Parry-Thomas used the car to break the land speed record at 171.02 mph (273.6 km/h). Babs used exposed chains (covered by a fairing) to take power to the drive wheels. It has been rumoured that the high engine cover required Parry-Thomas to drive with his head tilted to one side. This story is not true; photographs show that the driver could see straight ahead. During a later record attempt at Pendine Sands, Wales on 3 March 1927, the car went out of control at speeds in excess of 100 mph. The car rolled over and Thomas was partially decapitated. Following the inquest into Thomas’s death, Babs’s seats were slashed, the glass in the dials smashed, and the car was buried in the sand dunes at Pendine. At the time it was thought that a drive chain had snapped, decapitating the driver. Later investigation of the recovered wreckage suggested, instead, that a failure of the rear right-hand wheel may have caused the accident. In 1967 Owen Wyn Owen decided to excavate and restore Babs. The site of the burial was identified from old photographs, but it was found to be within the perimeter of the MoD Pendine military range. The military authorities granted permission for the excavation on condition that Parry-Thomas’s next of kin did not object. It took Wyn Owen two years to locate a living relative, a nephew living in Walsall, and the wreck was then recovered. This recovery was controversial at the time, less so after the successful restoration. The prevailing opinion was that the wreck would be unsalvageable for anything more than a pitiful museum display. Few expected that the wreck would ever resemble a car again, let alone be restored to running order. The car was in very poor condition. Much of the bodywork had corroded, so a new body had to be constructed, melding in where possible any existing original material. The mechanical running gear though was in good condition. Even where components could not be used, they were sufficiently preserved to act as a pattern. The engine was salvageable, but many new replacement parts had to be made from original designs. The car was first successfully tested on The Helyg straight in the early 1970s. The test consisted of Babs being towed by the local garage owner’s Land Rover (Dafydd Hughes and his mechanic Allan Hughes) to 60 miles per hour (97 km/h), and then bump-started. The gearing was so high that being towed was the only way to get Babs moving under its own power. The car was later successfully demonstrated in front of the world press and television on an airfield near RAF Valley, Anglesey. The restoration work took place in Owen’s garage in Capel Curig, and Babs since then is displayed in the Pendine Museum of Speed in summer, and at Brooklands Museum during the winter. The car was run at the Brooklands Centenary in 2007.
The Maserati Tipo 26 was a model of Grand Prix racing car and was the first car built by Italian manufacturer Maserati, for a total of 11 examples, between 1926 and 1932. The Tipo 26 originated from a Grand Prix car that Alfieri Maserati had designed for Diatto: when the collaboration between Maserati and Diatto ended, Alfieri took his design to the Bologna workshop that he had set up with his brothers in 1914. The design of the Tipo 26 consisted of a steel ladder-type frame supporting a supercharged inline-eight engine displacing 1.5 L (1,492.9 cc), with a bore and stroke of 60 mm × 66 mm, with a three-speed manual transmission and aluminium two-seater bodywork made by Medardo Fantuzzi. The engine featured a crankshaft-driven Roots supercharger, twin gear-driven overhead camshafts and dry sump lubrication; to comply with the 1926 Grand Prix regulations the displacement was fixed to 1.5-litres. At its debut race in the 1926 Targa Florio, the Maserati Tipo 26, with Alfieri Maserati driving and a young Guerino Bertocchi as riding mechanic, finished first in the Grand Prix class and ninth overall. For the 1928 Mille Miglia endurance race, two new chassis were fitted with roadster bodies featuring cycle wings, running boards, doors, headlights, a small windshield, a folding canvas top and two spare wheels mounted on the tail. Under the hood the engines were the same as found in the Tipo 26 Grand Prix. Those cars were known as Tipo 26 MM.
McLaren F1 GTR
1953 Panhard Riffard: One of two experimental Panhards built in 1953, both of which competed at Le Mans, this car was subsequently rebuilt in 1954 with a light-alloy chassis to break the 750cc speed record. Pierre Chancel set eight international records in the car that year, achieving a speed of 201.88kph (125.44mph). The two-cylinder Panhard enjoyed a racing career after its records, too, including at the 1955 Mille Miglia.
This is the 1965 Peugeot 404 Diesel Record Car. It uses a 1948 cc diesel engine on a 404 convertible transformed into a one-seater prototype to promote its knowledge and prove that this motorization is more than just for commercial vehicles. A lightened and aerodynamically optimized version of the Pininfarina-designed 404 coupé, the monoposto record car was designed to promote Peugeot’s diesel engines and claimed several endurance and speed records. In June 1965, on Monthléry Ring, Peugeot went for endurance records with five drivers relaying at the wheel for 72 hours, driving up to 160 km/h, beating 22 international records (Class E). In July, fitted with a new prototype 2163 cm3 engine, drivers were back on track and beat 18 new world records (Class D). It’s a total of 40 records achieved by the 404 diesel engine record car.
Renault-Alpine A440:
In ’71 the Alpine A110 had won the Monte Carlo Rally and the Alpine F3 successes proved that they could beat the British manufacturers. Alpine Renault decided to participate in endurance racing and to compete in the European Championship Sports 2000. But what was needed was a new engine that could power the Alpines. The new 2 liter European Championship series met with great interest at both Renault and Elf and caught the attentions of Jean Claude Terrarmorsi and Claude Haardt, responsible respectively for competitions and Renault engines. Renault did not have a great deal of trust in the Alpine venture and were already involved in managing the Gordini works. The new 2 liter European Championship series met with great interest at both Renault and Elf and caught the attention of Jean Claude Terrarmorsi and Claude Haardt, responsible respectively for competitions and Renault engines. Renault did not have a great deal of trust in the Alpine venture and were already involved in managing the Gordini works. In April 1972, in the offices of Renault Gordini-in Viry-Châtillon, the first studies of the new V6 engine under Renault control began. The project kicked off under the direction of Georges Sauvan while the responsibility for the engine was given to Francois Castainge and Jean-Pierre Boudy. At the same time, in Dieppe, Bernard Dudot drew all the accessories required for the operation of the engine. April 1974: Gérard Larrousse and the A440. The new version, the A441, made its debut in the race. The new V6 Renault-Gordini was tested in November ’72 and was capable of delivering 270 hp. On 15 January ’73, the new engine built in the workshops of Viry-Châtillon was presented to the press under the name ‘type CH1’, which stood for Claude Haardt, who died in a car accident a few months prior to the completion of the engine. Immediately after the presentation, the engine was mounted on the Alpine Renault A440 which was to take part in some races of the French and of the European Championship Sports 2000 of 1973. Designed by André de Cortanze, the A440 had a traditional tubular frame, side-mounted radiators and roll bar fairing, a feature that gave the rear lid a curved and sloping line. Technically, the A440 featured wishbone front suspension and rear suspension had lower triangles formed by two parallel arms and triangles above wishbones. The transmission was a Hewland FT 200 5-speed + reverse. January ’73 was a turning point for the Renault acquires control of 55% of Alpine.The competition department at Viry-Châtillon was then transferred to Dieppe; Jaques Cheinisse became the general manager of the new structure is called ‘Renault Sport’. The management and organization addressed these changes while the A440 faced the first test in the hands of Jean-Pierre Jabouille, on the track of Dijon-Prenois. The A440-0 made its debut race at Magny-Cours on May 5, where it garnered a fourth position driven by Jean Pierre Jabuille. Three weeks later, on May 27, the A440-0 Jabuille won his first victory in Croix-en-Ternois in the region of Pas de Calais in northern France. In the months following the A440-0 took part in competitions at Imola, Clermont-Ferrand, Nürburgring and Nogaro race in where it was joined by the A440-1 handled by Alain Serpaggi. Despite the initial successes, the A440 was suffering from poor reliability including chronic understeer, steering and suspension problems, aerodynamics, as well as ignition troubles. The combination of all these defects convinced the engineers to redesign the car, change the frame and some parts of the engine. The entire project was then reviewed in the course of the winter ’73-’74, and led to the creation of the engine type CH1B and the new A441. The A441 debuted on 7 April 7 1974 in the ‘Trophée Paul Ricard’.
Salmson
This is the Simca Deho 101C Monoplace from 1947.
The Venturi Atlantique LM is a high-performance racing-oriented version of the Venturi Atlantique road car, designed, developed, and built by French manufacturer Venturi, for sports car racing between 1993 and 1996. It started out as the Venturi 500 LM in 1993, then eventually evolving into the Venturi 600 LM in 1994, before finally becoming the Venturi 600 S-LM in 1995
MORETTI
Giovanni Moretti built the first Moretti motorcycles, light cars, and vans in the late 1920s. In 1945, he established Fabbrica Automobili Moretti SpA in Turin as a motor manufacturer, its first product being La Citta (The Town) a small two-seater “city car” powered by a 500cc twin-cylinder engine. Unusually for the time, Moretti produced its own power units rather than relying, like most of its Italian contemporaries, on FIAT engines. A range of small-capacity “fours” of 600cc and 750cc was developed; some with single overhead camshafts, others with twin-cam heads. For a small manufacturer, Moretti offered a bewilderingly diverse range of models including coupés, estate cars, commercials, and even electrically powered vehicles. As an Italian, Moretti could not avoid involvement with motor sport, taking part in long-distance rallies and entering the Le Mans 24-Hour race with an attractive small sports prototype. In addition, the company built the occasional monoposto racer and later a Formula Junior car. By the early 1960s, it had become apparent that manufacturing was no longer sustainable. The firm turned exclusively to specialist coachbuilding, reorganizing itself as Moretti Fabbrica Automobili e Stabilimenti Carrozzeria SAS. A range of attractive sports coupés and cabriolets were offered on FIAT chassis, including an 850 that looked remarkably like a miniature Ferrari Dino. Then in the 1980s, Moretti introduced several small 4x4s on the FIAT 126, 127, and Panda platforms. Offered here is an undoubtedly charming and exceedingly rare Fiat Moretti 500. It is believed that fewer than 50 examples of the hand-built Moretti 500s left the factory, with far fewer having survived.
The Fiat Moretti Sportiva is a small coupé produced by the Moretti Motor Company based on the Fiat 850 from 1967 to 1971. It was based on the engine and chassis of the Fiat 850 Coupe. Introduced in 1965 at the Turin Motor Show, the Sport was Moretti’s last car that could be customised beyond the usual of choice of seat colours. There was the possibility to obtain trim and equipment levels according to the buyer’s taste. The Sport was initially proposed as a two-seater coupé, although it became available as a convertible. The original sport had dual headlights, although a dealer from Switzerland fitted two sports with quad headlights to resemble the not yet available Fiat Dino. The Sportiva was originally offered with an 850 cc engine producing around 47 hp at 6,000 rpm. The standard engine was later enlarged to 982 cc. Due to the aerodynamic profile, it was necessary to mount the spare wheel horizontally in the front luggage area, occupying it entirely. Therefore, the designers had to create a luggage compartment, made from a stiff cloth, between the seats and the engine space. The lack of rear seats was unappreciated by purchasers and in the successive year, Moretti introduced the S4 four seater. Approximately 300 examples of the Sport were produced in various forms (around 52 examples of the Moretti Sportiva S2). The base price for the Moretti Sport in 1967 was 1.095.000 Liras which could increase with personalisation to nearly two million Lira. In comparison, the more luxurious and modern Fiat 124 in the same year had a list price of 1.035.000 Liras.
MORGAN
Morgan’s current range was represented by examples of the new Plus Four, Plus Six and the recently launched Three Wheeler.
MUSEE DES BLINDES
The Musee des Blindes (Armoured Vehicle Museum) in Saumur always brings something interesting to the event. This year they have concentrated on two foreign tanks that were developed towards the end of the Second World War but which served most of their career afterwards. The first, the Chafee M24 is a light tank which was developed by General Motors at the request of the US Army and designed to replace the M5. The first units arrived in Europe at the end of 1944 and took part in the Battle of the Bulge. Powered by two Cadillac V8 engines with a total output of 300 bhp this machine had all the qualities of a light tank. Fast and swift, with speeds of up to 60 km/h, the Chaffee M24 carries a 75mm cannon (48 shells), two 7.52mm Browning machine guns firing 3,750 rounds and a 12.7mm machine gun. A total of 4731 units were manufactured. The Second World War was almost over when the Centurion was introduced into the British Army. This tank’s mission was to combine the qualities of a heavy cruiser with the ability to withstand fire from the fearsome German 88mm
This is a magnificent – and massive – nine-passenger Scammell SV2S, one of 3414 built from 1941-’45. Weighing a hefty 8.5 tonnes and with just over 100bhp from its six-cylinder Gardner diesel engine, it has a maximum speed of 39kph (24mph).
NECKAR
The NSU/Fiat Weinsberg 500 (1960 Neckar Weinsberg 500 ) is a Fiat automobile. It was produced in two versions (Limousette and Coupé) based on the Fiat 500 (1957–1975). Like the Neckar Pully, the Weinsberg was the creation of NSU/Fiat Karosseriewerke Weinsberg, made possible because NSU/Fiat in Heilbronn also had its own development department, in which designers such as Antonio Fessia worked. Introduced in March 1959 as the NSU/Fiat, 6,228 vehicles were manufactured from 1959 to 1963. The price was 3,840 DM in 1959, 3620DM in 1962. Two Weinsberg versions were sold at 3,840 DM (including heater and sunroof, whitewall tyres were an extra 50 DM) – the Coupe and the Limousette. They differ only in the rear window design: The coupé features a wraparound panoramic rear screen, allowing only enough headroom above the rear seat for small children (up to about 7 years old). The Limousette has rear side windows and a steeper, conventional rear window like a small sedan, hence the name. This gives the Limousette a little more headroom than the coupe, but less than a Fiat 500 Nuova. Both Weinsberg models are basically two-seaters with additional space for two children or luggage. Despite having an inviting padded rear seat, it is not practical for adults. The German tire used in the Weinsberg is 4.40×12” size rather than the 125 x 12 of the normal Fiat 500, indicating that the Weinsberg was regarded as a two-seater; the utmost load capacity was slightly less than the slightly wider 125 – 12. In contrast to Autobianchi Bianchina, both Weinsberg versions were built from partially assembled car bodies with modifications to both front and rear panels. The front bonnet is higher, as is the wing profile, with finned rear wings and with rear lights that are unique to the Weinsberg. The cars benefited from some equipment upgrades in character with a luxury version: a sunroof instead of a folding roof, bug ornament, special bumpers, standard two-tone color and wheel covers, ashtray in the dashboard, better upholstery fabrics and wide pockets in the doors. The luggage space is greater, made possible by the fact that the higher bonnet allows the spare wheel to be placed on the tank. The first version side trim was soon replaced by a contrasting color side stripe. The Weinsberg’s driving performance and handling characteristics match the Fiat 500. Daily production peaked at 14 cars.
PAGANI
PANHARD
The Panhard PL 17 is an automobile made by the French manufacturer Panhard from 1959 until 1965. Presented on 29 June 1959, as successor to the Panhard Dyna Z, the PL 17 was essentially a facelifted version of its predecessor. The initial four-door saloon (and pickup and van) was joined by the Cabriolet in 1961, and by the Break, a five-door estate version, in April 1963. The Break, developed by Italian company Pan Auto, sat on a longer wheelbase but was of the same overall length. The model’s name was derived from “PL” for “Panhard et Levassor” (the original full name of the company), with the “17” coming from the sum of 5+6+6, being 5 CV plus 6 for the car’s six seats, plus 6 for the car’s economy of 6 L/100 km (47 mpg‑imp; 39 mpg‑US). As the car was developed under close supervision by Citroën, it was also no coincidence that 17 is a lower number than that of the DS 19. The two-door Cabriolet was first introduced in March 1960 and only available to customers in the United States. Not a runaway success, only 47 examples of this export-only model (internal code L2) were built.] A regularly available version for European customers was shown at the 1960 Paris Salon, becoming available in 1961 (L5). The trim level was equivalent to the top-of-the-line sedan, the Grand Standing model. For the 1963 model year, the Cabriolet was updated with the new engine, becoming the L8 – 125 examples were built of this version. Never a strong seller, the convertible was discontinued later in 1963 and the production line used to build the new PL 17 Break instead. In 1961 the entire line received a minor facelift: the front doors were now hung from the front, rather than the original’s “suicide doors”, while the turn signals were moved from near the base of the A-pillar to new positions flanking the headlamps. From the 1964 model year, the letters PL were dropped; this approximately coincided with the completed takeover the company by Citroën. Other names were lightly changed as well, with the addition of a “B” (for Berline) and “BT” for the Tigre model. The luxurious Grand Standing version was replaced by the “Relmax”. The car also underwent a slight facelift, losing the chrome unibrow at the front. In October 1958, a pickup and van version of the Dyna Z called the “Dyna Z Commerciale D65” had been presented. “D65” reflects the 650 kg (1,433 lb) payload, initially a pickup or canvas-covered pickup were available. In April 1959 a panel van and a chassis cab were added. 1,735 examples were built in the model’s ten-month career, kept short since the Dyna Z was updated to the PL 17 model within less than a year. Since the PL 17 was essentially just a facelift, the D65 was updated with the new front treatment and went on sale simultaneously with the saloon. The bodystyles were the same as for the new Panhard F65 (model code WL1), with a glazed van model added to pricelists in July 1959. In November 1959, a lighter-duty model with a 500 kg (1,102 lb) payload was added. Called the F50, this model was created to avoid parking time restrictions in the newly introduced Zones Bleues (“Blue Zones”) surrounding several major French cities. Priced nearly the same, the only discernible difference was slightly smaller tires for the F50 (model code WL2). For 1961, the Utilitaires received the same cosmetic changes as did the rest of the range; the model codes were accordingly changed to WL3/WL4. The codes changed again for 1963 (WL6/WL7), when the modified, 848 cc engine was introduced. For 1964 the range was again facelifted (less chrome and new, trapezoidal turn signals), but the model names were not altered. Initially, the car continued to use the engines of the Dyna Z, both of 851 cc. The standard one gave 42 hp, the “Tigre” gave 50 hp. The engines are twin-cylinder air-cooled “boxer” types, mounted with the gearbox at the rear and the two exhausts at the front. Beginning in July 1960, the engines decreased in capacity to 848 cc (to suit tax limits at 850 cc in many markets), with power remaining as before. SAE horsepower claims were 50 hp and 60 hp, respectively. The front wheels are driven through a four-speed gearbox with column shift, with synchromesh on the upper three gears. Suspension at the front is provided by two transverse leaf springs, and at the back by three torsion bars each side. The standard car weighs approximately 805 kg (1,775 lb), and the Tigre 830 kg (1,830 lb). This light weight combined with the car’s streamlining (with a coefficient of drag said to be Cd 0.26) allows for top speeds of 130 kilometres per hour (81 mph) for standard sedans and 145 kilometres per hour (90 mph) for the Tigre. It is possible to remove the back bench to enlarge the already considerable luggage space to 527 litres (18.6 cu ft). This space was available from model year 1964, when the spare wheel was moved from beneath the luggage space to under the bonnet, where it fits around the air filter. This is possible because the wheels have no centre — that is formed by the finned aluminium brake drums. The Panhard saloons produced after the Citroën take-over were not priced aggressively. In 1962, there were five different versions of the PL 17 offering 42 hp or 50 hp of maximum power and priced in France at between 6,990 and 8,240 francs for the standard sedan bodied versions. The similarly sized Simca Aronde came with power outputs ranging between 42 hp and 70 hp, priced between 6,340 and 7,450 francs. The Panhard was a little longer and a little wider, leaving dealers trying to explain why an 850 cc Panhard should cost more than a 1300 cc Simca. Panhard connoisseurs, including many taxi owners, appreciated the PL 17’s superior road holding and fuel economy, as well as the extra space afforded by the Panhard’s greater cabin width. Less pleasing were the awkward gear box, still without synchromesh on the bottom ratio, and the steering which was heavy at low speeds. Performance, especially for the top of the range 50 hp “PL 17 Tigre” was helped by the Panhard’s lighter body, although the extent of Panhard’s weight advantage had been reduced over the previous decade as aluminium had become more expensive and light metal panels had been substituted for some of the steel ones. Pricing issues may explain why PL 17 sales levels were too low to enable the model to reach the volumes of the Aronde. The Break model (L9) was developed by Pan Auto in Trento, Italy, with the idea of assembling it locally. It sat on a longer wheelbase but was of the same overall length. The original prototype received different front treatment of a more conventional design, with two large headlamps flanking a planar grille with horizontal ribbons. The taillights were borrowed from the contemporary Fiat 1800. Production ended up taking place in France, where it replaced the Cabriolet on the lines beginning in May 1963. The PL 17 Break was built in small numbers, with 2,998 examples being produced overall. Overall, around 166,000 PL 17s were built. Of these, 136,000 were regular-engined sedans, with an additional 23,500 sedans with the Tigre engine. 398 convertibles (it is unknown if this includes the 47 L3 cabriolets built for the US in 1960), 2,998 Breaks, and 3,191 Utilitaires (commercial models) were also built.
PEGASO
The Pegaso Z-102 is a Spanish sports car produced by Pegaso in Spain in both coupé and cabriolet form from 1951 until 1958. The Z-102 was the fastest car in the world at the time of production, having reached a top speed of 151 mph (243 km/h). Pegaso was an established company noted for its trucks and motor coaches, but also produced sports cars for seven years. Pegaso’s chief technical manager was Wifredo Ricart who formerly worked as chief engineer for Alfa Romeo, and while there designed the Alfa Romeo Tipo 512. The Z-102 started life as a pair of prototypes in 1951 with coupe and drophead body styles. Both prototypes had steel bodies which were determined to be too heavy and Pegaso made the decision to switch to alloy bodies to reduce weight. However, the cars were still quite heavy and brutish to drive and racing success was virtually nonexistent. Because the cars were built on a cost-no-object basis the car soon proved too costly to warrant continued production and the Z-102 was discontinued after 1958. A simplified and cheaper version, the Z-103 with 3.9, 4.5 and 4.7 litre engines, was put into production but had little success and only 3 were built. Pegaso made the Z-102 starting in 1951 and finishing in 1958, having built a total of 84 cars say only 71). Out of those 84, 28 were cabriolets while the rest were fixed-roof coupés. The original design for the Z-102 was penned by Pegaso chief technical manager and automotive engineer Wifredo Ricart, formerly chief engineer for Alfa Romeo. 19 cars were bodied by Pegaso’s parent company Enasa, 11 of which were Berlinettas. The majority of Z-102s had bodies by Carrozzeria Touring (although early Z-102 units carry Pegaso-made bodies), but a handful of cars had bodies by other coachbuilders. Carrozzeria Touring’s design built on Ricart’s original design, with changes including redesigning the grille, lowering the car, re-positioning the fog lights and simplifying various details to give it a cleaner profile. This body style is the most well known and numerous of the Z-102 bodies. French coachbuilder Saoutchik bodied 18 cars, 3 of which were convertibles, as well as one of the original prototypes. Coachbuilder Serra bodied a handful of cars as well. Enasa also built a version of the Z-102 called the “Cupola” which was designed based on sketches from Spanish students. The students were given the challenge of sketching what they thought cars of the future would look like. Prominent design cues from those drawings were then taken, and Enasa brought the car to life. Only two “Cupola” models were known to have been built. One of the two was purchased by Dominican dictator Rafael Trujillo. Only one of the Cupola models is known to have survived and it is currently in the Loumann Museum.
Built from the chassis of the 1952 Pegaso Z102 coupé exhibited at the 1953 Geneva motor show, this car replicates one of the four Z102 roadsters campaigned at Le Mans in 1953 with its streamlined speedster bodywork.
PEUGEOT
The Peugeot 403, introduced in 1955, approximately thirteen years after the demise of the 402, can be seen as the older car’s natural heir. Immediately after World War II the market demanded smaller cars, and Peugeot acknowledged this by concentrating during the late 1940s and early 1950s on their 202 and 203 models. The 403 made its debut in saloon body style on 20 April 1955 at the Trocadéro Palace in Paris. For several months before it was launched numerous 403s, their badges removed, were circulating on the local roads near the manufacturer’s PSA Sochaux factory, becoming so familiar that the locals no longer noticed them, but still attracting from Paris motoring journalists and photographers to a town that usually was of little interest to the national media. Styled by Pininfarina, the 403 featured ponton, three-box styling incorporating, except on the most basic models, an opening roof panel. The collaboration with Pininfarina marked the start of a partnership which would see the Italian designer producing designs for Peugeot, including those many mainstream volume models, for more than fifty years. Regarding the 403 itself there were persistent rumours that the design was one originally intended for a replacement Fiat 1900 which had been rejected when Turin had decided to defer replacement of the Fiat for another four years. Unusual in Europe at the time, but appreciated by customers, was the way that the rear doors opened wide – to a full 90 degrees. Also unusual were the windows in the rear doors that opened fully into the door frame to the point where they disappeared, despite the intrusion into the door frame of a wheel arch which must have made the fit of the window when opened very marginal. The 403 came with an enlarged version of the Peugeot 203’s 1290 cc petrol engine. Displacing 1468 cc, the straight-four unit employed pushrod-actuated valves and hemispherical combustion chambers and a crossflow cylinder head to produce 65 hp at about 5,000 rpm and 75 lb·ft of torque at 2,500 rpm. An unusual feature at the time was the thermostatically controlled engine fan which cut out when the engine temperature fell to 75°C and re-engaged when the engine temperature increased to 84°C. Claimed advantages included an improvement in fuel consumption of between 5% and 10% according to average speed and the avoidance, under many conditions, of fan noise. Another little noticed but ingenious feature involved a small hot water based heating device for the carburettor linked to the heater for the passenger cabin in such a manner that it operated only when the driver turned on the heater and not when the ambient temperature was high enough for the heater to be left off. The TN3 engine size gave the car a “tax horsepower” of 8 CV (8 hp), which placed it a class below the soon-to-be-replaced 11 CV Citroën Traction, but at least one class above the small cars produced by the principal competitor manufacturers. The 403 came with a manual 4-speed all-synchromesh transmission driving the rear wheels. The gear change lever stuck out from the right side of the steering column. For the Paris Motor Show in October 1957 the manufacture offered, at extra cost, an electro-magnetic Jaeger automatic clutch, activated when changing gear, but this was too costly to find many buyers. The wheelbase was lengthened by 10 inches to create the five door Peugeot 403 “Familiale” and “Commerciale” estate versions. The Familiale provided a third row of seats and was described as a 7/8 seater while the Commerciale offered a more conventional seat configuration for an estate car. The lengthened 403 estate had a solid rear axle fitted to an aluminium differential case. It came with a manual column change gearbox and, in its “Familiale” guise, fully reclinable front seats. Sunroof and steel belted radial tyres were standard. A diesel powered Peugeot 403 estate was introduced in the Autumn of 1958, the first of a long line, followed by a diesel saloon a year later. Although the car was subject to various improvements during the production run, these were mostly very minor in nature. Improvements for 1959 included moving the nozzles for the windscreen washer from the strip of metal between the base of the windscreen and the bonnet/hood a short distance to the rear edge of the bonnet/hood itself, thus presumably improving the angles at which the washer water hit the screen. This was also the year that the semi-circular ring inside the lower half of the diameter of the steering wheel used to operate the horn was replaced by a full circular horn-ring, so that drivers accustomed to holding the upper half of the steering wheel did not need to loosen their grip in order to sound the horn. Upon the 203’s discontinuation in 1960, a 47 hp version of its 1290 cc powerplant became available as an option on a reduced specification version of the 403, branded initially as the “403 Sept” (“7”) and soon afterwards as the “403 Berline Luxe”. Car tax in France was based on engine size, and the smaller engined 403 fell within the 7CV taxation class rather than the 8CV of the bigger version. . A two-door cabriolet version of the car was also offered, with a luxurious interior featuring high quality leather upholstery. In 1958 the 403 cabriolet cost 80% more than the entry level “berline grand luxe” 403 sedan, and presumably for this reason the convertible 403 was produced and sold only in very modest numbers. In the spring of 1961 production of the 403 cabriolet came to an end, in anticipation of the launch later that year of the manufacturer’s 404 Cabriolet. 2-door pickup and 3-door van commercial variants of the 403 were also produced. On display here was a regular 403 Berline.
The replacement for the 403 was the 404 Berline, which was built from 1960 to 1975, though the commercial pick-up versions continued until 1988, and under licence, it was manufactured in various African countries until 1991. Styled by Pininfarina, the 404 was offered initially as a saloon, estate, and pickup. A convertible was added in 1962, and a coupé in 1963. The 404 was fitted with a 1.6 litre petrol engine, with either a Solex carburettor or Kugelfischer mechanical fuel injection or a 1.9 litre diesel engine available as options. Introduced at the Paris Motor Show as an option was the inclusion of a 3-speed ZF automatic transmission, similar to the unit already offered on certain BMW models, as an alternative to the standard column-mounted manual unit. Popular as a taxicab, the 404 enjoyed a reputation for durability and value. Peugeot’s French production run of 1,847,568 404s ended in 1975. A total of 2,885,374 units had been produced worldwide at the end of production.
The 504 was noted for its robust body structure, long suspension travel, and torque tube drive shaft – enclosed in a rigid tube attached at each end to the gearbox housing and differential casing, relieving drive train torque reactions. The 504 ultimately achieved widespread popularity in far-flung rough-terrain countries – including Brazil, Argentina, Australia, Ivory Coast, Ghana, Cameroon, Benin, Kenya and Nigeria. More than three million 504s were manufactured in its European production, with production continuing globally under various licensing arrangements – including 27,000 assembled in Kenya and 425,000 assembled in Nigeria, using knock-down kits – with production extending into 2006. Marketed as Peugeot’s flagship saloon car, the 504 made its public debut on 12 September 1968 at the Paris Salon. The press launch which had been scheduled for June 1968 was at the last minute deferred by three months, and production got off to a similarly delayed start because of the political and industrial disruption which exploded across France in May 1968. The 504 was a sunroof-equipped four-door saloon, introduced with a carbureted 1,796 cc four-cylinder petrol engine 79 bhp with optional fuel injection. A column-mounted four-speed manual transmission was standard; a three-speed ZF 3HP12 automatic available as an upgrade. The 504 was European Car of the Year in 1969, praised for its styling, quality, chassis, ride, visibility, strong engine and refinement. 1969 was also when the 504 reached the Australian market. The 504 Injection two-door coupé and two-door cabriolet were introduced at the Salon de Geneva in March 1969. The engine produced the same 79 bhp as in the fuel-injected saloon, but the final drive ratio was slightly revised to give a slightly higher road speed of 20.6 mph (33.2 km/h) at 1,000 rpm. The 504 received a new four-cylinder 1971 cc engine, rated at 96 bhp (carburated) and 104 bhp (fuel-injected), and a four-cylinder 2112 cc diesel engine rated at 65 bhp. The 1796 cc engine remained available. In September 1970 an estate (“Break”) was added, featuring a higher rear roof, lengthened wheel base, and solid rear axle with four coil springs. It was joined by the 7-seat “Familiale”, which had all its occupants facing forward in three rows of seats. In April 1973, because of the oil crisis Peugeot presented the 504 L. It featured a coil sprung live rear axle and a smaller 1796 cc engine rated at 79 bhp (81 bhp for Automatic). The different rear axle required somewhat more space; this required some alterations to the floor pan which meant marginally less boot space and rear headroom. At the 1974 October Motor Show Peugeot presented a more powerful engine for the 504 coupé and cabriolet, now fitted with a 2664 cc V6 unit developed in collaboration with Volvo and Renault. This was the same engine that would be used for the 604 berline, to be introduced at Geneva five months later, in March 1975. The engine incorporated various innovative features such as an aluminium cylinder block, and a fuel-feed system that employed carburettors of differing type, one (type 34 TBIA) featuring a single chamber controlled directly according to the movement of the accelerator pedal, and the second being a twin chamber carburettor (type 35 CEEI) designed to operate simultaneously with the first, using a pneumatic linkage. Maximum output for the 504 coupé and cabriolet fitted with this new V6 engine was given as 136 bhp, supporting a top speed of 186 km/h (116 mph). During 1975, the first full year of production, 2643 of these six-cylinder 504 coupés and cabriolet were produced, which was considered a respectable number, although dwarfed by the 236,733 four-cylinder 504 “berlines” (saloons/sedans) and “breaks” (estates/station wagons) produced by Peugeot in France in the same year. Following the launch of the six-cylinder cars, the four-cylinder versions of the coupé and cabriolet 504s were delisted: they returned to the showrooms in 1978 in response, it was reported, to customer demand. At the Paris Motor Show of October 1976 the option of an enlarged diesel engine was introduced. The stroke of 83 mm remained the same as that of the existing 2112 cc diesel motor, but for the larger engine the bore was increased to 94 mm, giving an overall 2304 cc along with an increase in claimed power output from 65 to 70 bhp. The 2112 cc diesel engine would also find its way into the Ford Granada since Ford did not at the time produce a sufficient volume of diesel sedans in this class to justify the development of their own diesel engine. Peugeot 504 production in Europe was pruned back in 1979 with the launch of the Peugeot 505, although the 504 Pickup was introduced as a replacement for the 404 Pickup for the 1980 model year. The last European-made example rolled off the production line in 1983, although the pick-up version continued in production, and was available in Europe until 1993. More than three million 504 passenger cars were produced in Europe. The 505 shared most of the Peugeot 504 mechanical parts, similarly to the Peugeot 604 and Talbot Tagora. As of December 2015, 197 examples of the Peugeot 504 are still in use in Britain.
Looking very different to the saloon models, the 504 Injection two-door coupé and two-door cabriolet were introduced at the Salon de Geneva in March 1969. The engine produced the same 96 bhp of output as in the fuel-injected saloon, but the final drive ratio was slightly revised to give a slightly higher road speed of 20.6 mph (33.2 km/h) at 1,000 rpm. Unlike the saloons, the coupé and cabriolet received a floor shifter. At the 1974 October Motor Show Peugeot presented a more powerful engine for the 504 coupé and cabriolet, now fitted with a “PRV” 2664 cc V6 unit developed in collaboration with Renault and Volvo. This was the same engine that would be used for the 604 berline, to be introduced at Geneva five months later, in March 1975. The engine incorporated various innovative features such as an aluminium cylinder block, and a fuel-feed system that employed carburettors of differing type, one (type 34 TBIA) featuring a single chamber controlled directly according to the movement of the accelerator pedal, and the second being a twin chamber carburettor (type 35 CEEI) designed to operate simultaneously with the first, using a pneumatic linkage. Maximum output for the 504 coupé and cabriolet fitted with this new V6 engine was given as 136 PS/134 bhp), supporting a top speed of 186 km/h (116 mph). During 1975, the first full year of production, 2643 of these six-cylinder 504 coupés and cabriolet were produced, which was considered a respectable number although dwarfed by the 236,733 four-cylinder 504 berlines (saloons/sedans) and breaks (estates/station wagons) produced by Peugeot in France in the same year. Following the launch of the six-cylinder cars, the four-cylinder versions of the coupé and cabriolet 504s were delisted: they returned to the showrooms in 1978 in response, it was reported, to customer demand, a response to slow sales of the thirsty V6. The V6 coupé gained a five-speed manual transmission and fuel injection for 144 PS/142 bhp, while the V6 cabriolet was discontinued after only 970 examples had been built in three years.
The 304 was introduced to the public at the Paris Motor Show in September 1969. Peugeot, which had always been a financially prudent company, saw a gap in the mid-size car market in France, Italy and the rest of Western Europe. By using the smaller 204’s midsection, development costs were minimized resulting in a higher profit margin because of the higher pricing structure in the larger, better equipped market. The 304’s main competitors on its home market came from Renault and Simca, with Citroen noticeably absent from this sector at the launch. The 304 was a success for Peugeot and was noted for several advanced features under its Pininfarina styled exterior. With its independent suspended front-wheel-drive drivetrain and disc brakes, it rode and handled better than most of its contemporaries, including some cars in higher price brackets. The chassis served Peugeot well and lasted for approximately 24 years adapted to derivative models. There was a distinct upmarket feel to the 304, its handsome lines were well suited to postwar Europe’s newly affluent middle classes who desired roomy, advanced and stylish cars to park in their driveways. At about this time the Autoroutes were opening up France and car manufacturers around Europe knew that any car launched hence, would need to add an ability to travel at high speeds, in relative comfort with sure-footed handling to its line-up in order to compete. The 304 fulfilled this brief and became one of the best-selling cars in its market segment., with 1, 178.423 produced. Coupe and Convertible models were part of the range, but these constituted a relatively small percentage of total sales. The saloon model was deleted in the summer of 1979, but the estate remained until spring 1980, both cars replaced by the Peugeot 305,
On its launch in 1972, the Peugeot 104 was offered as a compact four-door saloon. Although it had a short, sloping rear end that suggested a hatchback, there was originally a separate boot/trunk, as on a conventional saloon. Power was provided from a 954 cc Douvrin engine called the PSA X engine, an all-aluminium alloy, chain driven overhead cam, with gearbox in the sump, sharing engine oil, which was jointly developed with Renault. This transmission-in-sump arrangement was similar to that pioneered by the Mini. It gave good levels of economy and refinement as well as having an impressive chassis which made ride and handling excellent. The engine was mounted leaning backwards, at a 72 degree angle. A three-door coupé was launched on a shortened chassis, with the same 954 cc engine as the saloon. Headlights were larger and rectangular in shape, rather than square. Originally sold as the “104 Coupé”, shorter wheelbase models later received names beginning with a “Z” (e.g. ZL, ZA, ZS2). Equipment levels which begin with a “G” or an “S” were used for the longer four/five-door variants. A facelift in July 1976 saw the four-door saloon replaced with a five-door hatchback. Peugeot had been afraid that a five-door 104 would steal sales from the old-fashioned 204 Break, but with production of the 204 coming to an end in July 1976 this was no longer a concern. Rear light clusters were modified slightly with indicators that wrapped around to the sides of the car, and a 1.1-litre engine was also made available. The coupé was made available in two versions, the ZL and also the more powerful ZS with 66 PS. A modified camshaft on the 954 cc engines also retarded the valve timing in order to favour fuel economy at the price of a slight power reduction. The revised models only appeared in right-hand drive form at the end of the year. 1977 proved to be the most successful year for the 104, with 190,000 being built. For the 1978 facelift, the coupé gained a third (cheaper) commercial variant with only two seats, the ZA, and all coupé variants were given larger rear light clusters with integral reversing lights. Higher specification five-door models gained the larger headlights and grille introduced for the coupé. The more powerful engine from the ZS was briefly available in the five-door hatchback “Sundgau” special edition, of which 1,200 examples were built in March and April 1978. For 1979 the ZL Coupé was upgraded to a 57 PS version of the 1,124 cc engine. The 1980 facelift was minor, with model designations changing in line with other vehicles in the Peugeot line-up. However, a 1.2-litre engine was now also offered (in the SR), with the same power as the lesser 1.1 The 1982 facelift incorporated smaller headlights, a new grille and rear light clusters that included reversing lights. The amount of chrome trim was reduced and generally replaced by black plastic. At the end of summer, the ZS coupé variant was given an 80 PS (79 hp) 1,360 cc engine to improve its performance. The existing 72 PS version remained on sale at a lower price until the 1984 model year was introduced. The power gain was achieved by using two carburettors rather than one double-barrel unit. In 1983, the number of models offered was reduced to make way for the new 205 and exports to most foreign markets gradually came to an end. It remained on sale in France until the end of production in 1988. The sporting ZS remained on sale until late 1985; for the 1986 model year only the 50 PS 1,124 cc engine remained. There was a minor facelift in 1987, introducing a new grille with three body-coloured horizontal bars and anthracite bumpers.
The 505 had a long production life, as it was built from 1979 to 1992 in Sochaux, as well as being manufactured in various other countries including Argentina (by Sevel from 1981 to 1995), China, Indonesia and Nigeria. 1,351,254 505s were produced between 1978 and 1999 with 1,116,868 of these being saloons, but there are very few of them left in the UK, or even Europe (Africa is a different matter, of course!). Officially unveiled on 16 May 1979, the 505 was the replacement for the 504 with which it shared many of its underpinnings. It was originally available only as a saloon. There was a long wait for the estate, which when it did come included an eight-passenger Familiale version, both being seen at the 1982 Geneva Motor Show. The 505’s styling, a collaboration between Pininfarina and Peugeot’s internal styling department, is very similar to that of its smaller brother the 305. The original interior was designed by Paul Bracq, generally more well known for his work for Mercedes-Benz and BMW. The UK launch came in October 1979. The 505 was the last of Peugeot’s rear-wheel drive cars, with a front engine, mounted longitudinally. The suspension system included MacPherson struts and coil springs at front and semi-trailing arms with coil springs at rear, with a body-mounted rear differential and four constant-velocity joints. Station wagons (and most sedans built in Argentina) had instead a live-axle rear suspension, with Panhard rod and coil springs. Stabiliser bars were universal at front but model-dependent at rear. The car used disc brakes at the front, and either disc or drum brakes at the rear, depending on the model. The steering was a rack and pinion system, which was power assisted on most models. The first cars came with the familiar 2 litre carburettor and the Douvrin injected petrol engines and a 2.1 litre diesel. This latter was gradually upgraded to larger and more powerful units and a GTi model, the first Peugeot to bear the name was launched in 1984. Later Peugeot would add a Turbo 4 cylinder unit and the 2.7 litre Douvrin V6 engine, to give the car a more luxurious feel which it needed when it took over from the 604 as the marque’s flagship. The Break (Estate) and Familiale versions were quite different from saloons. The wheelbase was also longer, to help make it one of the most spacious in the market, at 2,900 mm (114 in). This was, not coincidentally, the same exact wheelbase as had been used on both the 404 and 504 estate derivatives. The Familiale (family estate), with its third row of bench seats (giving a total of eight forward-facing seats), was popular with larger families and as a taxi. The two rows of rear seats could be folded to give a completely flat load area, with 1.94 cubic metres of load capacity. The total load carrying capacity is 590 kg (1,301 lb). When released, it was hailed as a luxury touring wagon. The Familiale was marketed as the “SW8” in the United States, for “station wagon, eight seats.” The 505 was praised by contemporary journalists for its ride and handling, especially on rough and unmade roads; perhaps one reason for its popularity in less developed countries; – “Remember that the 505´s predecessor, the 504, had an outstanding ride. It took a British-market model on a hard charging drive across the green lanes of the Chilterns. The impacts were well suppressed and the car veritably floated over the undulations and potholes. I concluded that the 505 is as good as the 504 (but no better).” The 505 also had good ground clearance; if it wasn’t enough though, Dangel offered a taller four-wheel drive version of the 505 estate equipped with either the intercooled turbodiesel 110 hp engine or the 130 hp 2.2 L petrol engine. The four-wheel drive 505 also had shorter gear ratios. The interior styling was viewed positively in contemporary reviews: “Having settled into the 505’s neat cockpit one notices how handsomely styled it all would appear to be. The tweed seats and brown trim look smart and less confrontational than offerings from a certain other French marque.” But the ergonomics were criticised too: “The ashtray was competitively sized but is placed directly behind the gear stick. For British market cars, this will be a constant nuisance while our continental cousins will consider the placement quite logical and natural.” The range was given a facelift, including an all new interior, in 1986, but European Peugeot 505 production began to wind down following the launch of the smaller Peugeot 405 in 1987. Saloon production came to a halt in 1989, when Peugeot launched its new flagship 605 saloon, while the estate remained in production until 1992 – although plans for an estate version of the 605 never materialised. The 605 was in production for a decade but never matched the popularity of the 505. In some countries such as France and Germany, the 505 estate was used as an ambulance, a funeral car, police car, military vehicle and as a road maintenance vehicle. There were prototypes of 505 coupés and 505 trucks, and in France many people have modified 505s into pickup trucks themselves.
Mindful of the success of the Golf GTi, in the class above, and how a small car with good handling could take more power, as the Mini Cooper had proved, Peugeot came up with the GTi in early 1984. The first models had a 1.6 litre XU5J engine, producing 105 PS, which was uprated in 1987 with a cylinder head with larger valves thus becoming XU5JA, which took the power output up to 115 bhp. Visually the car retained the good looks of the 3 door version of the regular models, but it featured plastic wheel arch extensions and trim, beefier front and rear bumper valances and judicious use of red badging and trim. The shell also underwent some minor changes, including larger wheel arches (to suit the larger wheels , and the suspension was redesigned and sat lower on the GTI with stiffer springs, different wishbones and a drop-linked anti-roll bar. Red was a dominant colour inside. The car was an instant hit. At the end of 1986, Peugeot followed up with a more potent model, the 1.9 GTi, whose XU9JA engine produced 128 PS. Internally the engine of this car and the 1.6 model are very similar, the main differences on 1.9 litre versions being the longer stroke, oil cooler, and some parts of the fuel injection system. The shorter stroke 1.6 litre engine is famed for being revvy and eager, while the 1.9 litre feels lazier and torquier. Outside the engine bay the main differences between the 1.6 GTi and the 1.9 GTi are half-leather seats on the 1.9 GTi vs. cloth seats and disc brakes all-round (1.9 GTi) vs. discs at the front and drum brakes at the back; as well as the 14-inch Speedline SL201 wheels on the 1.6 GTi vs. 15 inch Speedline SL299 alloys on the 1.9 GTi. The 205 is still often treated as a benchmark in group car tests of the newest GTI models or equivalent. Peugeot itself has never truly recreated this success in future GTI models, although they came very close with the highly regarded GTI-6 variant of the Peugeot 306.
A legend of rallying, this is a 205 T16, the car produced to compete against the Audi Quattro and Lancia Delta of the mid 80s. To homologate the 205 T16 (“Turbo 16”) Group B rally car, Peugeot had to produce 200 road-going examples. According to the Group B regulations, these had to be based on a current production road car. Peugeot decided to base the Group B rally car on the two door version of the 205. The engine was based on the cast iron block of the Diesel version of the then new XU engine family, albeit with a specially developed 16-valve head. The gearbox came from the Citroen SM but was mounted transversely. The car had all wheel drive. The body was built by Heuliez, where standard three door bodyshells from the production line were delivered and heavily modified. Heuliez cut off the complete rear of the car and welded in a transverse firewall between the B-posts. The rear frame was then built in a mixture of sheet steel profiles and tubes. The front was modified in a similar way with a tube frame carrying the front suspension. The completed bodies were delivered to Simca (Talbot) for the 200-series production cars and to Peugeot Talbot Sport for the competition versions. All street versions (VINs P1 to P200) were left hand drive and identically kitted out in dark grey colour, except the first (VIN P1) that was painted white and carried all the competition cars’ decoration for demonstration purposes. The competition cars of the first evolution series (VIN C1 to C20) were built at the sport department Peugeot Talbot Sport and presented to the public at the same day as the standard street version. Later competition vehicles of the Evolution 2 series (VIN C201 to C220) were built differently as the rear spaceframe had no more sheet steel profiles in it but was completely made from tubes only. Apart from the appearance, the road variants had practically nothing in common with the regular production model and shared the transverse mid-engine, four-wheel drive layout of the rally car, but had less than half the power; at around 200 PS. The T was for Turbo; the 16 stands for 16 valves. Outwardly similar to a normal 205, the T16 had wider wheel arches, and the whole rear section lifted up to give access to the engine. Underneath, the complex drivetrain from the rally car was kept to abide by the Group B rules In addition to the Group B model, the lesser 205 GTI was also FIA approved for competition in the Group N and Group A categories. Peugeot Talbot Sport’s factory 205 T16s under Jean Todt were the most successful cars to compete in the last two years of the World Rally Championship’s Group B era, winning the 1985 and 1986 Constructors’ and Drivers’ titles with Timo Salonen and Juha Kankkunen respectively against such notable competition from Audi, Lancia and Ford, with an Evolution 2 model being introduced for the latter of those two seasons.
The Peugeot 405 is a large family car released by the French automaker Peugeot in July 1987, and which continues to be manufactured under licence outside France, having been discontinued in Europe in 1997. It was voted European Car of the Year for 1988 by the largest number of votes in the history of the contest. About 2.5 million vehicles have been sold worldwide, both in LHD and RHD, as a saloon and estate. In early 2020, the 33-year production run of the Peugeot 405 was counted as the twentieth most long-lived single generation car in history.” Its appearance is similar to the Alfa Romeo 164, launched the same year and also styled by Pininfarina. While the 405 shares its floorpan with the Citroën BX, it does not have that car’s hydropneumatic suspension except 4×4 version on the rear axle (SRix4, Mi16x4 and T16). As with the BX, the 405 used TU/XU petrol and XUD diesel engines. The 405 was the last Peugeot vehicle sold in the United States, on sale between 1988 and 1991, including the Mi16. The 405 has been available in LHD, and RHD versions, as a saloon and estate, in front wheel, and four wheel drive. No coupé model was ever offered to the public, unlike the 504 and later 406: only two examples of the purpose-built 405 Turbo 16 (not to be confused with 405 T16) were made. In July 1987, Peugeot unveiled ten versions of the 405 saloon simultaneously for the 1988 model year, with sales on the continent beginning in October 1987 and sales in the United Kingdom beginning in January 1988. It succeeded the long-running Peugeot 305, but also the Chrysler Alpine hatchback and Solara saloon which had been discontinued when the Talbot brand was axed a year earlier. The slightly smaller 305 was discontinued from the Peugeot range soon after the 405’s launch, with production of the larger 505 ending a few years later. Peugeot’s new range-topping model after 1989 was the larger 605. Estate sales began in May 1988, although the British market did not receive estate versions until October 1988. No coupé was ever offered to the public, unlike the 504 and later 406. Right hand drive versions being produced at the former plant of Rootes/Chrysler at Ryton near Coventry, and left hand drive production taking place at Sochaux in France. Four cylinder petrol engines ranging from 1.4 to 1.9 litres and 65 to 160 bhp were available. In 1988, naturally aspirated (1.9) and turbocharged (1.8) diesel engines were added to the range. The 500,000th 405 was produced during 1989, followed by the one millionth 405 to leave the Sochaux factory in 1990. This was also when the BE1 transmission was replaced by the BE3. In 1991, there were updates to the dashboard, steering wheel, and soundproofing, but for 1992, the Phase II model arrived with a new boot with better ingress, new rear lights and boot design, and a new dashboard. 405 production had reached over 1,500,000 by this time. The 405 was one of Europe’s best selling larger family cars, particularly in France and Britain. It was the eighth best selling car in Britain in 1992 and 1993. The 405 also became a popular model in Thailand, following the success of the Peugeot 505 after the Government of Thailand cancelled a restriction on CBU car imports in the late 1980s. The 405 range included three petrol engines and two diesel engines, all four cylinders, in a variety of states of tune and specification. The range was tailored to suit different export markets. The 1.6 litre saloon featured a low drag co efficient of Cd=0.29, with other models varying up to Cd=0.33. The 1,360 cc engine was fitted with a four-speed manual gearbox. It produces 70 bhp at 5,600 rpm. The 1,580 cc engine was fitted with a five speed manual gearbox and produced 92 hp at 6,000 rpm. The 1.9 litre engine was available with a five speed manual gearbox, with an option of an automatic in the lower powered version. The eight valve version of the 1905 cc engine was available in two levels of tune; 110 bhp or 125 bhp, with numbers varying somewhat depending on the year and the market. A 16-valve version was available with the Mi16 model and this produced 160 bhp at 6,500 rpm and could reach a top speed of 220 km/h (137 mph). The catalyzed version produces 148 bhp with a top speed of 214 km/h (133 mph). In 1992, the range was facelifted. While the changes were deep, including a modified bottom plate and chassis structure, the design was almost indistinguishable from the pre-facelift model. The windscreens were now bonded; all of these changes increased torsional rigidity considerably while still allowing a deeper opening for the bootlid of the sedan. The taillights were also redesigned and the trim piece between them removed, all in the image of the bigger 605. The interior was also redone, with an all new dashboard and door trim, inheriting many detail parts as well as the overall appearance from the 605. In April 1993, the T16 was introduced to celebrate the successes of the competition model, with a 2.0 litre 16 valve turbocharged XU10J4TE engine with water cooled chargecooler, constant four wheel drive with 53/47% power distribution and self regulating hydraulic rear axle. It was never built in a right hand drive model. The T16 produced 200 bhp at 1.1 bar (16 psi) (normal boost) or 220 bhp at 1.3 bar (19 psi) (overboost) which lasts for 45 seconds. 1,061 examples were built, 60 of them for the French Police. The diesel engine options included a 1,905 cc unit producing 70 hp at 4,600 rpm or a turbocharged 1,769 cc unit producing 90 hp. At launch in Britain in January 1988, the 405 was available with a choice 1.6, and 1.9 carbureted engines, and an injected 1.9. Both diesel and petrol engines were available at launch. Late 1988 saw the debut of the performance model, the Mi 16. Addition of the estate and a 1.8 litre turbo diesel. Late 1989: four wheel drive Mi16x4, GRiX4 were added. 1990: Update to dashboard. 1992: Updates to interior, 1.9s petrol engine replaced by a catalysed 2.0. 1994: power steering and remote central locking become standard on all models. Driver’s airbag added. 1995: Executive and Quasar models added. 1996: 405 saloon replaced by the 406. Estate revised and sold until replaced by the 406 estate in 1997. Other engines included 1.4, 1.6, and 1.8. Other styles included the GE, GL, GLx4, GLD, GLDT, GR, GTXi, GTXDT, Le Mans, LX, Mi, Style D, Style DT, Quasar, SRi, SRDT, STi, and STDT. In the autumn of 1995, the 405’s replacement, the 406 was introduced and the 405 saloon was discontinued. An airbag had been available on the 405 since 1994, and standard on the left hand drive Mi16 and T16. At the beginning of 1997, the estate version of the 406 was launched, marking the end of European 405 production after ten years.
The Peugeot 908 HDi FAP is a sports prototype racing car built by the French automobile manufacturer Peugeot to compete in the 24 Hours of Le Mans endurance race, starting in 2007 and eventually winning in 2009. This effort, in development since 2005, was publicly unveiled on 15 June 2006. It first competed against the Audi R10 TDI, becoming the second diesel engined sports car from a major manufacturer, and then against the Audi R15 TDI. This was Peugeot Sport’s first Le Mans effort since the end of the Peugeot 905 project in 1993. It won 19 from the 28 races in which it raced between 2007 and 2011. “908 HDi FAP” reads as follows: 908 deals with the 90x series for racing cars at Peugeot; HDi is the acronym for [English] “High Pressure Direct Injection” (French: Injection directe à haute pression) and FAP is the acronym for [French] “Filtre à particules” (English: particulate filter”). The 908 name is also shared with a Peugeot concept saloon/sedan, named the 908RC, which shares the diesel V12 engine from the 908 sportscar and with the successor sports prototype racing car of Peugeot for 2011 season, simply named “908”. The Peugeot 908 is not to be confused with another sportscar of the same number that successfully raced from 1968 to 1981, the Porsche 908. At the 2008 1000 km of Silverstone, Peugeot Sport unveiled the 908 HY, a hybrid electric variant of the diesel 908, with KERS. Peugeot planned to campaign the car in the 2009 Le Mans Series season, even though it would not be capable of scoring championship points, but gave up the idea to concentrate on preparation for the 2009 24 Hours of Le Mans. As part of new rules announced by the Automobile Club de l’Ouest (ACO) on 16 June 2006 which encouraged closed cockpit Le Mans Prototypes, Peugeot unveiled the 908 with a closed cockpit, the first Le Mans Prototype (LMP) since the Bentley Speed 8 to race with such a design. Peugeot’s choice of a closed cockpit is possibly intended to allow the 908 to run a larger air restrictor due to rules mandating the use of air conditioning on closed cockpit designs. Peugeot also felt that weight, centre of gravity, and operational drawbacks were able to be overcome by better chassis rigidity and aerodynamics with using a closed cockpit design. The cockpit uses a unique 2 part door system with the upper part of the door (the window) swinging forward and out with a hinged plate (part of the sidepod) forming the lower part of the door that can be either swung out or removed completely, this was reportedly done to allow the car to conform to current regulations regarding door size. The body is a carbon fibre monocoque instead of a conventional open structure to offer better rigidity and lower weight. Front and rear suspension are linked, steering is electrically powered, magnesium wheels come from BBS. The car measures 4.65 m (183 in) ×2 m (79 in) and weighs 925 kg (2,039 lb) minimum. Peugeot announced they would build the 908 chassis themselves, instead of relying on another manufacturer to build it for them. The Peugeot 908 is powered by a 5.5 L (340 cu in) HDi diesel engine, the maximum size allowed by Le Mans Prototype rules. Its configuration is a 100° V12, the angle having been chosen to lower the center of gravity. Its output has been revealed to be over 730 horsepower (540 kW) and 1,200 N⋅m (890 lbf⋅ft) of torque, nearly 10% more than Audi’s similar R10 TDI. Oil systems are developed by technical partner TotalEnergies. The electro-pneumatic controlled gearbox, designed and built by Ricardo, is longitudinal with a maximum of 6 gear ratios, and the differential is self-locking. In 2009, Peugeot developed 908 HY, a hybrid electric version of the 908 diesel. The 908 HY adds a 80 hp (60 kW) electric motor, replacing the car’s standard starter motor. The motor is powered by 600 lithium ion batteries which are located in the cockpit and on the left bottom of the car. The batteries are charged through regenerative braking, requiring approximately 20 to 30 seconds to recharge. The electric motor can be used to provide extra power to the car for approximately 20 seconds, either automatically or through driver activation. The motor can also run on its own while the car is entering a pit lane, shutting the diesel motor off to conserve fuel. The electrical systems add approximately 45 kg (99 lb) to the weight of the standard 908, although Peugeot believed they can lower this weight further. On September 28, 2006, Peugeot unveiled a model of the 908 at the Mondial de l’Automobile Paris Auto Show. The V12 HDi would be started for the first time in a bench test on 30 September, while the actual first chassis would start test driving in December with Éric Hélary in preparation for a 2-car effort at Le Mans along with participation in the full 2007 Le Mans Series season. The team would be sponsored by Xbox 360, Total, and tyre supplier Michelin.
PONTIAC
The Pontiac Fiero is a rear mid-engine, light sports car manufactured and marketed by Pontiac for model years 1984 – 1988. Intended as an economical commuter car with modest performance aspirations, it was Pontiac’s first two-seater since their 1926 to 1938 coupes, and the first rear mid-engine mass-produced car by any American manufacturer. In addition to using 4- and 6-cylinder engines to help Pontiac meet America’s ‘CAFE’ average fuel economy requirements, the Fiero’s chassis and structure technology used non-load-bearing, composite body-panels, contributing to the car’s light-weight and unique selling proposition. Pontiac engineers modified the design over its life to enhance its performance and reposition the two-seater closer to the implications of its sporty configuration. The Fiero 2M4 (two-seat, mid-engine, four-cylinder) was on Car and Driver magazine’s Ten Best list for 1984, and was the Official Pace Car of the Indianapolis 500 for 1984. A total of 370,168 Fieros were manufactured over five years’ production. After suffering criticisms related to its mild performance as well as reliability and safety issues, the Fiero was discontinued after annual sales fell steadily. The Fiero was conceived as a small, two-seat sports car with all new suspension and a V6 engine. While General Motors’s management were opposed to investing in a second two-seater sports car that might compete with the Corvette, young Pontiac engineers in 1978 were able to sell the Fiero concept to the corporation as a fuel-efficient four-cylinder “commuter car” that just happened to have two seats, rather than a muscle car. When the engineers brought back a running prototype in less than six months, it was given the green light for production. They perceived the oil crisis as a market opportunity for a fuel-efficient sporty commuter car. The Fiero was redesigned to use a fuel efficient version of GM’s 2.5 L four-cylinder Iron Duke engine capable of 31 mpg‑US (7.6 L/100 km; 37 mpg‑imp) in the city and 50 mpg‑US (4.7 L/100 km; 60 mpg‑imp) on the highway with the economy-ratio transmission option. The fuel economy was considered as impressive for a 2.5 L engine of the period, but the three-speed automatic reduced highway mileage to only 32 mpg‑US (7.4 L/100 km; 38 mpg‑imp). With respect to fuel economy, the Fiero appealed to a market niche distinct from the Corvette’s. Pontiac assigned oversight of the Fiero project to Hulki Aldikacti, a Turkish born executive with over twenty years of experience. Its design was unusual for GM, and stood out from their other products. The two-seater’s development budget from design to plant retooling, was 400 million dollars, a fraction of a typical GM development budget. Aldikacti’s initial challenge was with GM’s corporate structure, which split its engineers into two categories: the car engineers who would create blueprints for the car, and manufacturing engineers who would work out the fabrication and assembly issues. Fiero blueprints traveled back and forth between the two engineering branches, resulting in a waste of time and money. Aldikacti was forced to sit the two teams of engineers down next to one another, allowing for no excuses as to why there was “no build” after his design was done. Many modifications in the Fiero’s designs were needed to be made for production; for instance, despite his long-standing interest in manufacturing body panels from plastic, Aldikacti consented to metal body pieces, the dies for which were much less costly. As the prototypes took shape, the tight budget took its toll on the design, particularly on Aldikacti’s dream of a high-performance, aluminum-block V6; the cost of developing a new engine would be more than the production of the whole car itself. Instead, Aldikacti was forced to settle for the already manufactured four-cylinder engine GM produced for Pontiac, the “Iron Duke,” nicknamed for its heavy iron block. The word Fiero means “very proud”, “fierce”, “bold”, “haughty” “cruel”, “severe” in Italian, and “wild”, “fierce”, or “ferocious” in Spanish. Alternative names considered for the car were Sprint (which had previously been used on a GMC and would later end up being used for a Chevrolet instead), P3000, Pegasus, Fiamma, Sunfire (a name which would later be applied to another Pontiac), and Firebird XP. Aldikacti’s unorthodox design methods and personal manner made him unpopular to most of GM’s bureaucracy. He was told by counterparts at other GM divisions three times that the Fiero project had been cancelled by corporate management. However, the project was kept alive by high-ranked defenders, chiefly William Hoglund, who took over Pontiac in 1980, when the brand’s popularity was heavily diluted and its cars could be described as outdated. In 1983 Hoglund told his top three dozen staffers that Pontiac would rebuild itself with cars that were exciting and different — terms that described Aldikacti’s “commuter car”. In order to meet Hoglund’s marketing teams goal of 100,000 cars a year, Hoglund negotiated a deal to reopen a plant once shut down in the heart of Pontiac, Michigan. He and his staff wanted to prove that cooperation between management and labor could be solved without the use of robots on the assembly line, which GM’s top executives wanted. Likewise, Hoglund allowed the hourly paid workers to choose the two-seater’s name — hence the name “Fiero.” A mid-engine layout was chosen to reduce both aerodynamic drag and vehicle weight; to improve fuel efficiency, and to offer handling, traction, and braking benefits. The performance potential of the mid-engine layout was not realized when the Fiero debuted. As cost-saving measures, the tires, brakes, and suspension components were carried over from other GM platforms such as the X and T platforms. As a result, the handling abilities of the Fiero were merely on par with other contemporary sporty coupes. The Fiero received positive reviews for its handling (Motor Trend 1984), as well as negative reviews for not meeting expectations of higher performance from its mid-engine configuration. Despite the criticism, the Fiero sold well and although Pontiac operated three shifts at the factory during 1984, they could not keep up with initial demand. The sharing of suspension and other components with other GM cars meant the rear suspension and powertrain was virtually identical to that of the Phoenix; the Fiero even included rear tie rod ends attached to a “steering knuckle”, although these were hard-mounted to the engine cradle and only used for maintaining the rear tire alignment. As the oil crisis eased by 1985, demand developed for more engine power and better performance. Pontiac responded by introducing the GT model which included upgraded suspension tuning, wider tires, and a V6 engine having 43 hp more than the base four-cylinder. In 1988, changes included a completely redesigned suspension (and parts of the space frame) along with two-piece brake calipers and upgraded brake rotors — the latter which had been conceived with the initial design. The available I4 and V6 engines benefited from evolutionary improvements, but the planned availability of turbochargers and newer DOHC engines did not happen before production stopped. In spite of the design finally realizing its potential, sales had declined and GM ended production.
PORSCHE
Porsche is one of those manufacturers who takes a stand here and the cars on show were a mix of the very latest production models and those which are part of the brand’s 75 year history.
The Porsche 930 is a turbocharged variant of the 911 model sports car manufactured by German automobile manufacturer Porsche between 1975 and 1989. It was the maker’s top-of-the-range 911 model for its entire production duration and, at the time of its introduction, was the fastest production car available in Germany. Porsche began experimenting with turbocharging technology on their race cars during the late 1960s, and in 1972 began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS. The FIA’s Appendix “J” rules upon which the 911 Turbo Carrera RSR 2.1 was entered into competition in 1974 changed in 1975 and 1976. The FIA announced that cars for Group 4 and Group 5 had to be production cars and be available for sale to individual purchasers through manufacturer dealer networks. For the 1976 season, new FIA regulations required manufacturers to produce 400 cars within a twenty-four-month period to gain approval for Group 4. Group 5 would require the car to be derived from a homologated model in Group 3 or 4. Porsche’s Group 4 entry was the 934, homologated on 6 December 1975. For Group 5, Porsche would develop one of the most successful racing cars of the time, the 935. The 911 Turbo was put into production in 1975. While the original purpose of the 911 Turbo was to gain homologation for the 1976 racing season, it quickly became popular among car enthusiasts. Four hundred cars were produced by the end of 1975. Since Porsche wanted to compete in the 1976 season, they gained FIA homologation for the Porsche Turbo for Group 4 in Nr. 645 on 6 December 1975 and the 1,000th 911 Turbo was completed on 5 May 1976. Ferry Porsche gave the first Turbo model to his sister Louise Piëch for her 70th birthday. Although this 911 Turbo No. 1 already has the large rear spoiler of the later production model, it still has the narrower bodywork of the Carrera, whose lettering at the rear has not been removed. In addition, the 911 Turbo No. 1 has only a turbocharged 2.7-liter boxer engine with 240 hp instead of the 3.0-liter boxer engine installed later. Ernst Fuhrmann adapted the turbo-technology originally developed for the 917/30 CAN-AM car and applied it to the 3.0 litre flat-six used in Carrera RS 3.0, thus creating what Porsche internally dubbed as the 930. The car utilises a single KK&K turbocharger. Total power output from the engine was 260 PS at 5,500 rpm and 329 Nm (243 lb/ft) of torque at 4,000 rpm, much more than the standard Carrera it was based on. The engine has a compression ratio of 6.5:1. In order to ensure that the platform could make the most of the higher power output, a revised suspension, larger brakes and a stronger gearbox became part of the package, although some consumers were unhappy with Porsche’s use of a four-speed transmission whilst a five-speed manual transmission was available in the “lower trim” Carrera. A “whale tail” rear spoiler was installed to help vent more air to the engine and to create more downforce at the rear of the vehicle, and wider rear wheels with upgraded tires combined with flared wheel arches were implemented in order to increase the car’s width and grip, making it more stable. Porsche badged the vehicle simply as “Turbo” (although early U.S. units were badged as “Turbo Carrera”) and introduced the vehicle at the Paris Auto Show in October 1974 before putting it on sale in the spring of 1975; export to the United States began in 1976. The 930 proved very fast but also very demanding to drive, and due to its short wheelbase and rear engine layout, was prone to oversteer and turbo-lag. It acquired the nickname “the Widowmaker” after several crashes and deaths attributed to its handling characteristics, which were unfamiliar to many drivers. Under certain conditions, applying too much throttle would cause the heavy rear end of the car to swing outward like a pendulum, causing the car to spin out. To this day, Porsche corporate employees who drive 911 Turbo models for testing or for business reasons are mandated to undergo “Turbo Training”, despite the fact that newer 911 Turbo models are generally safer and easier to drive. Porsche made its first and most significant changes to the 930 for 1978 model year, enlarging the engine bore by 2 mm to a total displacement of 3,299 cc and adding an air-to-air intercooler. By cooling the pressurised air charge, the intercooler helped increase power output to 300 PS at 5,500 rpm and 412 Nm (304 lb/ft) of torque at 4,000 rpm (DIN); the rear ‘whale tail’ spoiler was re-profiled and raised slightly to make room for the intercooler and the spoiler was now infamously called the ‘tea tray’ spoiler by the enthusiasts. The suspension benefitted from new anti-roll bars, firmer shock absorbers and larger diameter rear torsion bars. Porsche also upgraded the brakes to units similar to those used on the 917 race car. While the increase in displacement and addition of an intercooler increased power output and torque, these changes also increased the weight of the vehicle, especially the engine, which contributed to a substantial change in the handling and character of the car compared to the earlier 3.0-litre models. Changing emissions regulations in Japan and the United States forced Porsche to withdraw the 930 from those markets in 1980. It however remained available in Canada. Envisioning the luxurious 928 gran turismo eventually replacing the 911 as the top of the Porsche model lineup, Fuhrmann cut back further development on the model, and it was not until his resignation that the company finally committed the financing to update the car’s emissions systems, and recertify the 930 for sale in all markets. The 930 remained available in Europe, and for 1983 a 330 PS at 5750 rpm and 432 Nm (319 lb/ft) of torque at 4000 rpm performance option became available on a build-to-order basis from Porsche. With the so-called Werksleistungssteigerung (WLS, “Works Performance Increase”) add-on came a quad-pipe exhaust system and an additional oil-cooler requiring a remodelled front spoiler and units bearing the add-on often featured additional ventilation holes in the rear fenders and modified rockers. By the 1985 model year, 928 sales had risen slightly, but the question remained as to whether it would supersede the 911 as the company’s premier model. Porsche reintroduced the 930 to the Japanese and U.S. markets in 1986 with an emission-controlled engine having a power output of 282 hp at 5500 rpm and 377 Nm (278 lb/ft) at 4000 rpm of torque. At the same time Porsche introduced targa and cabriolet variants, both of which proved popular. Porsche discontinued the 930 after the 1989 model year when its underlying “G-Series” platform was being replaced by the 964. The 1989 models were the first and last versions of the 930 to feature the Getrag G50 five-speed manual transmission. A turbocharged variant of the 964 officially succeeded the 930 in 1991 with a modified version of the same 3.3-litre flat-six engine and a five-speed transmission
The Porsche 935 was a race car developed and manufactured by German automaker Porsche. Introduced in 1976 as the factory racing version of the 911 (930) Turbo and prepared for FIA-Group 5 rules, it was an evolution of the Carrera RSR 2.1 turbo prototype, the second place overall finisher in the 1974 24 Hours of Le Mans. Beginning with the 1977 season, Porsche offered the 935 to customers entering the World Championship for Makes, in the IMSA GT Championship and in the German Deutsche Rennsport Meisterschaft (DRM). The 935 went on to win the 1979 24 Hours of Le Mans overall, and other major endurance races, including Sebring, Daytona, and the 1,000 km Nürburgring. Of the 370 races it was entered, it won 123. Usually, no other make could challenge the 935, as other manufacturers did not supply customer cars as Porsche did. Each race, at the time, typically featured at least five 935s. The 935 used a 3.3L Type 935 twin-turbocharged flat-six engine which used a mechanical fuel injection system. All of the high performance components combined enabled the engine to have a power output up to 845 bhp, the engine often produced turbo lag at low RPM due to the large turbochargers. The dominance of the 935 ended with changes in the FIA rules which came into effect in 1982, replacing the six numbered groups with only three groups, namely A, B and C. The second generation of the 935 started a limited-production to just 77 units, with customer deliveries in June 2019. As Porsche hesitated to sell their Evolution models, some teams developed their own ideas, especially Kremer Racing from Cologne, Germany. Parallel to the factory in 1976, they had built a 935 K1, and in 1977, modified their customer 935 to the K2. For 1979, they introduced the 935 K3 (for “Kremer Type 3”; the derivative of the successful K2). Driven mainly by Klaus Ludwig, it won the 24 Hours of Le Mans in 1979, beating all prototypes, in heavy rain, which is usually considered a disadvantage for race cars with windshields. Coming in second was a factory spec model, driven by Rolf Stommelen, and supported by team owner Dick Barbour and actor Paul Newman. Facing strong competition in the 1980 DRM by the Zakspeed Ford Capri, the K4 was introduced in mid 1981 for customers at a cost of 400,000 Deutsche Mark. The K4 used a Porsche supplied 3.1 L twin-turbocharged Flat six engine with a varying power output of 750 to 799 bhp at 1.5 bar boost costing 91,000 DM. A 935 K2 was converted to street legal specification and featured identical to the 935/78 “Moby Dick”. The 1986 K2 which was 1 of only 12 imported into the U.S. at the time is currently owned by Peter Lima of Real Muscle car of Miami. Originally purchased by the owner of Golds Gym in 1986 from Auto Saloon 2000 in Miami for nearly US$200,000. The unrestored 190 mph+ Porsche has been untouched since 88′ when he was indicted for the distribution of illegal drugs. The specific Kremer K2 was auctioned off at Mecum Monterey Auction 2015 for an unknown amount.
Completing the factory display was an example of the latest Panamera.
The 356 was created by Ferdinand “Ferry” Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the German company), who founded the Austrian company with his sister, Louise. Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilising unitised pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. “….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia (Gmünd)”. The first 356 was road certified in Austria on June 8, 1948, and was entered in a race in Innsbruck where it won its class. Porsche re-engineered and refined the car with a focus on performance. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminium, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminium bodied cars from that very small company are what we now would refer to as prototypes. Porsche contracted with Reutter to build the steel bodies and eventually bought the Reutter company in 1963. The Reutter company retained the seat manufacturing part of the business and changed its name to Recaro. Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor. It was always common for owners to race the car as well as drive them on the streets. They introduced the four-cam racing “Carrera” engine, a totally new design and unique to Porsche sports cars, in late 1954. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced. The 356 was built in four distinct series, the original (“pre-A”), followed by the 356 A, 356 B, and then finally the 356 C. To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupés and “cabriolets” (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356 A appeared, with a curved windshield. The A was the first road going Porsche to offer the Carrera 4 cam engine as an option. In late 1959 the T5 356 B appeared; followed by the redesigned T6 series 356 B in 1962. The final version was the 356 C, little changed from the late T6 B cars but with disc brakes to replace the drums.
Also here was the 914, a model born of a joint need that Porsche had for a replacement for the 912, and Volkswagen’s desire for a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen’s developmental work was handled by Porsche, part of a setup that dated back to Porsche’s founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project. Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America. On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen’s chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart. In Lotz’s opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche’s next lowest price car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche’s top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide. Volkswagen versions originally featured an 80 PS fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche’s 914/6 variant featured a carburettor 110 PS 2.0 litre flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911’s “901” gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly. 914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the 6 cylinder engine along with higher power output. Suspension, brakes, and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches, except in California, where they were sold in Volkswagen dealerships. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships. Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 100 PS 2.0 litre, fuel-injected version of Volkswagen’s Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 85 PS 1.8 litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 litre flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.
The 911 traces its roots to sketches drawn by Ferdinand “Butzi” Porsche in 1959. The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company’s first model. The new car made its public debut at the 1963 Frankfurt Motor Show. The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964. It originally was designated as the “Porsche 901” (901 being its internal project number). A total of 82 cars were built as which were badges as 901s. However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars’ part numbers carried on the prefix 901 for years. Production began in September 1964, with the first 911s exported to the US in February 1965. The first models of the 911 had a rear-mounted 130 hp Type 901/01 flat-6 engine, in the “boxer” configuration like the 356, the engine is air-cooled and displaces 1,991 cc as compared to the 356’s four-cylinder, 1,582 cc unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed “Type 901” manual transmission was available. The styling was largely penned by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356’s successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche’s original design and were internally called the Porsche 754 T7. Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design. In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS. Forged aluminum alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS, as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS. In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres. and the previously standard gasoline-burning heater became optional. The Targa version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS 911T was also launched in 1967 with Type 901/03 engine. The 130 PS model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fibreglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS. A clutchless semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was cancelled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36. and 6J-15 wheels. The C series was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car’s nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS) compared to the 911S’s Type 911/02 (180 PS, but 911E was quicker in acceleration up to 160 km/h. The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc engine. This is known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an “Oil Klapper”, “Ölklappe” or “Vierte Tür (4th door)”. The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine. 911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc or 2,404 cc, having a power output of 270 PS at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio. The G Series cars, with revised bodies and larger impact-absorbing bumpers arrived in the autumn of 1973 and would continue in production with few visual changes but plenty of mechanical ones for a further 16 years.
Whilst its precursor, the 924, had received largely positive reviews, it was criticised by many including Porsche enthusiasts for its Audi-sourced engine and although the Turbo model had increased performance, this model carried a high price, which caused Porsche to decide to develop the 924, as they had with generations of the 911. They re-worked the platform and a new all-alloy 2.5 litre inline-four engine, that was, in essence, half of the 928’s 5.0 litre V8, although very few parts were actually interchangeable. Not typical in luxury sports cars, the four-cylinder engine was chosen for fuel efficiency and size, because it had to be fitted from below on the Neckarsulm production line. To overcome roughness caused by the unbalanced secondary forces that are typical of four-cylinder engines, Porsche included two counter-rotating balance shafts running at twice engine speed. Invented in 1904 by British engineer Frederick Lanchester, and further developed and patented in 1975 by Mitsubishi Motors, balance shafts carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six-cylinder. The engine was factory-rated at 150 hp in its U.S. configuration. Revised bodywork with wider wheel arches, similar to that of the 924 Carrera GT, a fresh interior and upgrades to the braking and suspension systems rounded out the major changes and Porsche introduced the car as the 944 in 1982. It was slightly faster (despite having a poorer drag co-efficient than the 924), the 944 was better equipped and more refined than the 924; it had better handling and stopping power, and was more comfortable to drive. The factory-claimed 0-60 mph time of less than 9 seconds and a top speed of 130 mph which turned out to be somewhat pessimistic, In mid-1985, the 944 underwent its first significant changes. These included : a new dash and door panels, embedded radio antenna, upgraded alternator, increased oil sump capacity, new front and rear cast alloy control arms and semi-trailing arms, larger fuel tank, optional heated and powered seats, Porsche HiFi sound system, and revisions in the mounting of the transaxle to reduce noise and vibration. The “cookie cutter” style wheels used in the early 944s were upgraded to new “phone dial” style wheels (Fuchs wheels remained an option). 1985 model year cars incorporating these changes are sometimes referred to as “1985B”, “85.5” or “1985½” cars. For the 1987 model year, the 944 Motronic DME was updated, and newly incorporated anti-lock braking and air bags. Because of the ABS system, the wheel offset changed and Fuchs wheels were no longer an option. In early 1989 before the release of the 944S2, Porsche upgraded the 944 from the 2.5 to a 2.7 litre engine, with a rated 162 hp and a significant increase in torque. For the 1985 model year, Porsche introduced the 944 Turbo, known internally as the 951. This had a turbocharged and intercooled version of the standard car’s engine that produced 220 PS at 6000 rpm. In 1987, Car and Driver tested the 944 Turbo and achieved a 0-60 mph time of 5.9 seconds. The Turbo was the first car using a ceramic port liner to retain exhaust gas temperature and new forged pistons and was also the first vehicle to produce identical power output with or without a catalytic converter. The Turbo also featured several other changes, such as improved aerodynamics, notably an integrated front bumper. This featured the widest turn signals (indicators) fitted to any production car, a strengthened gearbox with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16 inch wheels (optional forged Fuchs wheels), and a slightly stiffer suspension (progressive springs) to handle the extra weight. The Turbo’s front and rear brakes were borrowed from the Porsche 911, with Brembo 4-piston fixed calipers and 12-inch discs as ABS also came standard. Engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat. Changes occurred for the 1987 model year. On the interior, the 1987 944 Turbo for North America became the first production car in the world to be equipped with driver and passenger side air bags as standard equipment. A low oil level light was added to the dash as well as a 180 mph (290 km/h) speedometer as opposed to the 170 mph speedometer on the 1986 model Turbos. Also included is the deletion of the transmission oil cooler, and a change in suspension control arms to reduce the car’s scrub radius. The engine remained the same M44/51 as in the 1986 model. In 1988, Porsche introduced the Turbo S. The 944 Turbo S had a more powerful engine (designation number M44/52) with 250 hp and 258 lb·ft torque (standard 944 Turbo 220 hp and 243 lb·ft. This higher output was achieved by using a larger K26-8 turbine housing and revised engine mapping which allowed maintaining maximum boost until 5800 rpm, compared to the standard 944 Turbo the boost would decrease from 1.75 bar at 3000 rpm to 1.52 bar at 5800 rpm. Top speed was factory rated at 162 mph. The 944 Turbo S’s suspension had the “M030” option consisting of Koni adjustable shocks front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed so as to clear the front frame brace on the driver’s side. The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches in the front, and 9 inches in the rear with 2.047 in offset; sizes of the Z-rated tyres were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission featured a higher friction clutch disc setup, an external cooler, and a limited slip differential with a 40% lockup setting. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo. ABS also came standard. The 944 Turbo S interior featured power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a “Burgundy plaid” (Silver Rose edition) but other interior/exterior colours were available. A 10-speaker sound system and equalizer + amp was a common option with the Turbo S and S/SE prototypes. Only the earlier 1986, 250 bhp prototypes featured a “special wishes custom interior” options package. In 1989 and later production, the ‘S’ designation was dropped from the 944 Turbo S, and all 944 Turbos featured the Turbo S enhancements as standard, however the “M030” suspension and the Club Sport wheels were not part of that standard. The 944 Turbo S was the fastest production four cylinder car of its time. For the 1987 model year, the 944S “Super” was introduced, featuring a high performance normally aspirated, dual-overhead-cam 16-valve 190 PS version of the 2.5 litre engine (M44/40) featuring a self-adjusting timing belt tensioner. This marked the first use of four-valve-per-cylinder heads and DOHC in the 944 series, derived from the 928 S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, magnesium valve cover, larger capacity oil sump, and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were standard, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Small ’16 Ventiler’ script badges were added on the sides in front of the body protection mouldings. Performance was quoted as 0 – 100 km/h in 6.5 seconds and a 144 mph top speed due to a 2857 lb weight. It also featured an improved programmed Bosch Digital Motronic 2 Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944S received progressive springs for greater handling, Larger front and rear anti-roll bars, revised transmission and gearing to better suit the 2.5 litre DOHC higher 6800 rpm rev limit. Dual safety air bags, limited-slip differential, and ABS braking system were optional on the 944S. A Club Sport touring package (M637) was available as was the lightweight 16 inch CS/Sport Fuch 16×7 and 16×9 forged alloy wheels. This SC version car was raced in Canada, Europe and in the U.S. IMSA Firehawk Cup Series. Production was only during 1987 and 1988. It was superseded in 1989 by the ‘S2’ 944 edition. The 1987 944S power-to-weight ratio was such that it was able to accelerate from 0 to 62 mph in 6.5 seconds thus matching the acceleration of its newer larger displacement 3.0 litre 944 S2 sibling. In 1989 the 944S2 was introduced, powered by a 211 PS normally aspirated, dual-overhead-cam 16-valve 3.0 litre version of the 944S engine, the largest production 4-cylinder engine of its time. The 944S2 also received a revised transmission and gearing to better suit the 3.0 litre M44/41 powerplant. The 944S2 had the same rounded nose and a rear valance found on the Turbo model. This was the first example of the use of an integrated front bumper, where the fender and hood profiles would merge smoothly with the bumper, a design feature that has only now seen widespread adoption on the 1990 onward production cars. Performance was quoted as 0-60 mph in 6.0 seconds with a top speed of 240 km/h (150 mph) via manual transmission. A Club Sport touring package (M637) was also available. Dual air bags (left hand drive models), limited-slip differential and ABS were optional. Series 90 16-inch cast alloy wheels were standard equipment. In 1989, Porsche released the 944 S2 Cabriolet, a first for the 944 line that featured the cabriolet body built by ASC-American Sunroof Company at Weinsberg Germany. The first year of production included sixteen 944 S2 Cabriolet for the U.S. market. For the 1990 model year, Porsche produced 3,938 944 S2 Cabriolets for all markets including right-hand drive units for the United Kingdom, Australia and South Africa. This car was raced, including the British championship that was called the Porsche Motorsport Championship. Production was during 1989, 1990, and 1991. The 944 S2 power-to-weight ratio was such that it was able to accelerate from 0 to 60 mph in 6.5 seconds. In February 1991, Porsche released the 944 Turbo Cabriolet, which combined the Turbo S’s 250 hp engine with the cabriolet body built by ASC-American Sunroof Company at Weinsberg Germany. Porsche initially announced that 600 would be made; ultimately 625 were built, 100 of which were right-hand drive for the United Kingdom, Japanese, Australian, and South African market. None were imported to the U.S. and The Americas. In early 1990, Porsche engineers began working on what they had intended to be the third evolution of the 944, the S3. As they progressed with the development process, they realised that so many parts were being changed that they had produced an almost entirely new vehicle. Porsche consequently shifted development from the 944 S/S2 to the car that would replace the 944 entirely, the 968. The 944’s final year of production was 1991. A grand total 163,192 cars in the 944 family were produced between 1982 and 1991. This made it the most successful car line in Porsche’s history until the introductions of the Boxster and 997 Carrera.
It was only really with the launch in 1989 of the 964 that a truly “new” model would appear. Designed by Benjamin Dimson in 1986, it featured significant styling revisions over previous 911 models, most prominently the more integrated bumpers. The 964 was considered to be 85% new as compared to its predecessor. The first 964s available in 1989 were all wheel drive equipped “Carrera 4” models; Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupe, Targa or Cabriolet. The 964 Carrera was the last generation sold with the traditional removable Targa roof until the 2011 991. A new naturally aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche substantially revised the suspension, replacing torsion bars with coil springs and shock absorbers. Power steering and ABS brakes were added to the 911 for the first time; both were standard. The exterior bumpers and fog lamps became flush with the car for better aerodynamics. A new electric rear spoiler raised at speeds above 50 mph and lowered down flush with the rear engine lid at lower speeds. A revised interior featured standard dual airbags beginning in 1990 for all North American production cars. A new automatic climate control system provided improved heating and cooling. Revised instrumentation housed a large set of warning lights that were tied into the car’s central warning system, alerting the driver to a possible problem or malfunction. In 1992, Porsche produced a super-lightweight, rear-wheel-drive only version of the 964 dubbed Carrera RS for the European market. It was based on Porsche’s 911 “Carrera Cup” race car and harked back to the 2.7 and 3.0 RS and RSR models. It featured a revised version of the standard engine, titled M64/03 internally, with an increased power output of 260 bhp and lightweight flywheel coupled to the G50/10 transmission with closer ratios, asymmetrical Limited Slip Differential and steel synchromesh. A track-oriented suspension system with 40 mm (1.6 in) lower ride height, stiffer springs, shocks and adjustable stabiliser bars without power steering (RHD UK cars did have power steering). A stripped-out interior devoid of power windows or seats, rear seats, air conditioning, cruise control, sound deadening or a stereo system (optionally fitted) and new racing-bucket front seats were part of the package. The front boot cover was made of aluminium and the chassis was seam welded. Wheels were made of magnesium and the glass was thinner in the doors and rear window. The Carrera RS is approximately 345 pounds (155 kg) lighter than the Carrera 2 model. Also available were a heavier Touring variant (with sound deadening, power seats (optional), undercarriage protection and power windows) and an N/GT racing variant with a stripped, blank metal interior and a roll cage. They also came with optional lights on the visors. The RS was regarded as somewhat challenging to drive, though as time has gone by, everyone seems to have warmed to it.
Replacing the 964, the 993 models were first seen in October 1993, with production starting a few weeks later. Its arrival marked the end of air-cooled 911 models. The 993 was much improved over, and quite different from its predecessor. According to Porsche, every part of the car was designed from the ground up, including the engine and only 20% of its parts were carried over from the previous generation. Porsche refers to the 993 as “a significant advance, not just from a technical, but also a visual perspective.” Porsche’s engineers devised a new light-alloy subframe with coil and wishbone suspension (an all new multi-link system), putting behind the previous lift-off oversteer and making significant progress with the engine and handling, creating a more civilised car overall providing an improved driving experience. The 993 was also the first 911 to receive a six speed transmission. The 993 had several variants, as its predecessors, varying in body style, engines, drivetrains and included equipment. Power was increased by the addition of the VarioRam system, which added additional power, particularly in the mid-ranges, and also resulted in more throttle noise at higher revs; as a consequence, resulted in a 15% increase in power over its predecessor. The external design of the Porsche 993, penned by English designer Tony Hatter, retained the basic body shell architecture of the 964 and other earlier 911 models, but with revised exterior panels, with much more flared wheel arches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors. A major change was the implementation of all alloy multi-link rear suspension attached to an alloy sub frame, a completely new design derived from the 989, a four-door sedan which never went into production. The system later continued in the 993’s successor, the 996, and required the widening of the rear wheel arches, which gave better stability. The new suspension improved handling, making it more direct, more stable, and helping to reduce the tendency to oversteer if the throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of the 911 to have a 6-speed manual transmission included as standard; its predecessors had 4 or 5-speed transmissions. In virtually every situation, it was possible to keep the engine at its best torque range above 4,500 rpm. The Carrera, Carrera S, Cabriolet and Targa models (rear wheel drive) were available with a “Tiptronic” 4-speed automatic transmission, first introduced in the 964. From the 1995 model year, Porsche offered the Tiptronic S with additional steering wheel mounted controls and refined software for smoother, quicker shifts. Since the 993’s introduction, the Tiptronic is capable of recognising climbs and descents. The Tiptronic equipped cars suffer as compared to the manual transmission equipped cars in both acceleration and also top speed, but the differences are not much notable. Tiptronic cars also suffered a 55 lb (25 kg) increase in weight. The 993’s optional all wheel drive system was refined over that of the 964. Porsche departed from the 964’s setup consisting of three differentials and revised the system based on the layout from its 959 flagship, replacing the centre differential with a viscous coupling unit. In conjunction with the 993’s redesigned suspension, this system improved handling characteristics in inclement weather and still retained the stability offered by all wheel drive without having to suffer as many compromises as the previous all-wheel-drive system. Its simpler layout also reduced weight, though the four wheel drive Carrera 4 weighs 111 lb (50 kg) more than its rear wheel drive counterpart (at 3,131 lb (1,420 kg) vs. 3,020 lb (1,370 kg)). Other improvements over the 964 include a new dual-flow exhaust system, larger brakes with drilled discs, and a revised power steering. A full range of models arrived before the arrival of the 996 generation in 1998.
Just when you thought the 911 couldn’t get any cooler, Porsche takes its most iconic model to new heights with the 2023 Dakar, an all-wheel drive 911 that won’t sweat it if you swap freeways for farm tracks and still keep the hammer down. Forget those endless spy shots of drab, matte black prototypes because the production Dakar is bursting with personality, particularly when specced with the optional Rally Design package that takes vital cues from the pioneering all-wheel drive competition 911s that claimed victory in the 1984 Paris-Dakar Rally, paving the way for the 959 supercar. Central to the character of the $223,450 (including $1,450 for delivery) Dakar is its ride height, which is up 2.0-in (50 mm) over a stock all-wheel drive 911, and can be hiked a further 1.2-in (30 mm). Porsche says the “High Level” off-road mode, which is activated via the steering wheel rotary controller, gives the Dakar a similar level of ground clearance and ramp-over angle to some regular SUVs, and is available at speeds of up to 105 mph (170 km/h), after which it returns to a normal height. Off-road model is also designed to maximise traction in low-grip situations, while another new mode Porsche calls “Rally” is set up for loose, uneven surfaces and sends a greater portion of its power to the rear axle. Both modes feature Rally Launch Control, which allows 20 percent wheel slip for speedy getaways on loose surfaces, and capitalize on the bite provided by 245/45 ZR19 and 295/40 ZR20 Pirelli Scorpion all-terrain rubber. The Scorpions feature 9 mm-deep tread blocks and two carcass plies for durability in the dirt, though you can option Pirelli P Zero summer or winter tires if you prefer. Unfortunately those trick off-road tyres have forced Porsche to impose a 150 mph (240 km/h) limiter, making the Dakar the slowest global-spec 911 since 1983 by our reckoning (though, some 911s with cats were sub-150mph until the 964 arrived in America). That was the year the 152 mph (245 kmh) 3.2 Carrera replaced the 146 mph (235 km/h) SC in Europe. But there’s no doubt the Dakar would go quicker if Porsche let it. The 3.0-liter twin-turbo flat-six is cribbed from the 192 mph (309 km/h) 911 Carrera 4 GTS and sends 473 hp (480 PS) and 420 lb-ft (570 Nm) of torque through a compulsory eight-speed PDK transmission. The Dakar’s 3.2-second zero to 60 mph time (3.4 seconds to 100 km/h) is only a tenth down on the number Porsche quotes for the $149,900 GTS, and impressive given that those Pirelli Scorpions aren’t designed with drag strip starts in mind. More surprising considering that the Dakar comes loaded with kit like four-wheel steering and dynamic engine mounts, is that the 3,552 lbs (1,611 kg) curb weight comes within 16 lbs (7.3 kg) of a GTS’s, despite the GTS featuring none of those goodies as standard. But Porsche worked hard to bring the Dakar’s weight down, replacing the electric rear spoiler with a fixed version, fitting the lightweight carbon-reinforced plastic hood from the GT3, thinner glass, bucket seats instead of heavier comfort chairs, and junked the rear seats altogether. Those kind of features could be found on any RS 911, but the raised ride height, red, forged aluminium tow hooks, fender and rocker panel extensions, tough stainless steel body trim and protective mesh grilles over the air intakes will make sure you’ll never confuse a Dakar for an RS. And if you really want to ram the message home you can kit your 911 out with the Rally Design Package, which brings two-tone White and Enzian Blue paint, red and gold stripes, white wheels, a red taillight strip and “Roughroads” lettering on the doors. Buyers also get to choose an individual race number between 0-999.
The Porsche 959 is a sports car manufactured from 1986 to 1993, first as a Group B rally car and later as a road legal production car designed to satisfy FIA homologation regulations requiring at least 200 units be produced. The twin-turbocharged 959 was the world’s fastest street-legal production car when introduced, achieving a top speed of 317 km/h (197 mph), with some variants even capable of achieving 339 km/h (211 mph). Combining race-car performance with luxury-sedan comfort and everyday drivability in dry, wet and snowy conditions, it was considered the most technologically advanced road car of its time. After the successful introduction of all-wheel drive on more rally-specific cars like the Audi Quattro, it was one of the first pure high-performance sports-cars with all-wheel drive, providing the basis for Porsche’s first all-wheel drive 911 Carrera 4 model. Its performance convinced Porsche executives to make all-wheel drive standard on all turbocharged versions of the 911 starting with the 993. The twin-turbo system used on the 959 also made its way to future turbocharged Porsche sports cars. In 2004, Sports Car International named the 959 number one on its list of Top Sports Cars of the 1980s. Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company’s then-new Managing Director, Peter Schutz, took his office. Porsche’s chief engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project the green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rallying as the perfect arena to test the new development mule and its all wheel drive system, Bott again went to Schutz and got the approval to develop a car, based on his development mule, for competition in Group B. The powerplant is a sequential twin-turbocharged DOHC flat-six engine equipped with 4 valves per cylinder, fuel fed by Bosch Motronic 2.1 fuel injection with air-cooled cylinders and water-cooled heads, with a bore x stroke of 95 mm × 67 mm for a total displacement of 2,849 cc. It was coupled to a unique manual transmission offering six forward speeds with the first gear labelled “gelände” (terrain), allowing the car to pass noise regulations, as well as reverse. The engine was largely based on the 4-camshaft 24-valve powerplant used in the Porsche 956 and 962 race cars. These components allowed Porsche to extract 450 PS at 6,500 rpm and 500 Nm (369 lb/ft) of torque at 5,000 rpm from the compact and efficient power unit. The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth delivery of power across the engine speed band, in contrast to the abrupt on-off power characteristic that distinguished Porsche’s other turbocharged engines of the period. The engine was used virtually unchanged in the 959 road car as well. To create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar) composite for the body panels and chassis construction along with a Nomex floor, instead of the steel floor normally used on their production cars. Porsche also developed the car’s aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the road car (961 race cars had a fixed suspension system). Its drag coefficient was as low as 0.31 and aerodynamic lift was eliminated. The 959 also featured Porsche-Steuer Kupplung (PSK) all-wheel-drive system. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a “super” street car. Under hard acceleration, PSK could send as much as 80% of the available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times. It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The dashboard featured gauges displaying the amount of rear differential slip as well as transmitted power to the front axle. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tyre and equipped with a built-in tyre pressure monitoring system. The 959 was actually produced at Karosserie Baur, not at the Porsche factory in Zuffenhausen, on an assembly line with Porsche inspectors overseeing the finished bodies. Most of Porsche’s special order interior leather work was also done by the workers at Baur. The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype receiving those modifications was code named “F3”, and was destroyed in the first crash test. The road version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, “Komfort” and “Sport”, corresponding to the trim with more creature comforts and a more track focused trim. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of DM431,550 (US$225,000) each, still less than half what it cost Porsche to build each car. Production ended in 1988 with 292 cars completed. In total, 337 cars were built, including 37 prototypes and pre-production models. At least one 959 and one 961 remain in the Porsche historic hall in Stuttgart, Germany. In 1992/1993, Porsche built eight more cars assembled from spare parts from the inventory at the manufacturing site in Zuffenhausen. All eight were “Komfort” versions: four in red and four in silver. These cars were much more expensive (DM 747,500) than the earlier ones. The later cars also featured a newly developed speed-sensitive damper system. The cars were sold to selected collectors after being driven by works personnel for some time and are today by far the most sought-after 959 models. If desired, even more power was available to customer cars by Porsche. According to Paul Frère there was an optional 530 PS factory upgrade, with an increased top speed of 336 km/h (209 mph) along with the 0–100 km/h (0–60 mph) acceleration time reduced to 3.4 seconds
This is the Carrera GT. The development of this car can be traced back to the 911 GT1 and LMP1-98 racing cars of the late 1990s, the career of both which had ended in 1998 not least due to FIA and ACO rule changes in 1998. Porsche had been planning a new Le Mans prototype for 1999, with the car initially intended to use a turbocharged flat-6, but later redesigned to use a new V10 engine, pushing the project back to planned completion in 2000. The V10 was a unit secretly built by Porsche for the Footwork Formula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.7 litres. The project was cancelled after two days of testing of the first car, in mid-1999, mostly due to Porsche’s wish to build the Cayenne SUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi’s new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2004. However, Porsche did keep part of the project alive by using the 5.5 litre V10 from the prototype in a concept car shown at the 2000 Paris Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car, and development started on a road-legal version that would be produced in small numbers at Porsche’s new manufacturing facility in Leipzig. Porsche started a production run of Carrera GTs in 2004. Originally a production run of 1,500 cars was planned. However, Porsche announced in August 2005 that it would not continue production of the Carrera GT through to 2006, citing discontinuation was due to changing airbag regulations in the United States. By the end of production on May 6, 2006, more than 1,270 GTs had been sold, with at least 604 of those being in North America.
The 918 Spyder was first shown as a concept at the 80th Geneva Motor Show in March 2010. On 28 July 2010, after 2,000 declarations of interest, the supervisory board of Porsche AG approved series development of the 918 Spyder. The production version was unveiled at the September 2013 Frankfurt Motor Show. Porsche also unveiled the RSR racing variant of the 918 at the 2011 North American International Auto Show, which combines hybrid technology first used in the 997 GT3 R Hybrid, with styling from the 918 Spyder. But that version didn’t make it to production. The 918 Spyder was the second plug-in hybrid car manufactured by Porsche, after the 2014 Panamera S E-Hybrid. The 918 Spyder is powered by a 4,593 cc naturally aspirated V8 engine built on the same architecture as the one used in the RS Spyder Le Mans Prototype racing car without any engine belts. The engine weighs 135 kg (298 lb) according to Porsche and delivers 599 bhp at 8,700 rpm and 540 Nm (398 lb/ft) of maximum torque at 6,700 rpm. This is supplemented by two electric motors delivering an additional 282 bhp. One 154 bhp electric motor drives the rear wheels in parallel with the engine and also serves as the main generator. This motor and engine deliver power to the rear axle via a 7-speed gearbox coupled to Porsche’s own PDK double-clutch system. The front 127 bhp electric motor directly drives the front axle; an electric clutch decouples the motor when not in use. The total system delivers 874 bhp and 1,280 Nm (944 lb/ft) of torque. Porsche provided official performance figures of 0-100 km/h (62 mph) in 2.6 seconds, 0-200 km/h (120 mph) in 7.2 seconds, 0-300 km/h (190 mph) in 19.9 seconds and a top speed of 345 km/h (214 mph). Those numbers were surpassed in independent tests which yielded 2.5 seconds for 0-100 km/h, 7.0 seconds for 0-200 km/h, 19.1 seconds for 0-300 km/h, a top speed of 351.5 km/h (218.4 mph) and 17.75 seconds for the standing kilometer with a speed of 295.9 km/h (183.9 mph). The energy storage system is a 312-cell, liquid-cooled 6.8 kWh lithium-ion battery positioned behind the passenger cell. In addition to a plug-in charge port at the passenger-side B pillar, the batteries are also charged by regenerative braking and by excess output from the engine when the car is coasting. CO2 emissions are 79 g/km and fuel consumption is 3 L/100 km (94 mpg) under the New European Driving Cycle (NEDC). The U.S. Environmental Protection Agency (EPA) under its five-cycle tests rated the 2015 model year Porsche 918 Spyder energy consumption in all-electric mode at 50 kWh per 100 miles, which translates into a combined city/highway fuel economy of 3.5 L/100 km (81 mpg). When powered only by the gasoline engine, EPA’s official combined city/highway fuel economy is 26 mpg. The 918 Spyder’s engine is based on the unit used in the Porsche RS Spyder. The 4.6 litre V8 petrol engine can recharge an empty battery on about two litres of fuel. The supplied Porsche Universal Charger requires seven hours to charge the battery on a typical 110 volt household AC socket or two hours on a dedicated Charging Dock installed with a 240 volt industrial supply. An optional DC Speed Charging Station can restore the battery to full capacity in 25 minutes. The 918 Spyder offers five different running modes: E-Drive allows the car to run under battery power alone, using the rear electric motor and front motor, giving a range of 29 kilometres (18 mi) for the concept model. The official U.S. EPA all-electric range is 12 mi (19 km). The total range with a full tank of gasoline and a fully charged battery is 420 miles (680 km) according to EPA tests. Under the E-Drive mode the car can attain a maximum speed of 150 km/h (93 mph). Two hybrid modes (Hybrid, and Race) use both the engine and electric motors to provide the desired levels of economy and performance. In Race mode a push-to-pass button initiates the Hot Lap setting, which delivers additional electrical power. The chassis is a carbon-fibre-reinforced plastic monocoque and the brakes used are electromechanical brakes. The production version was unveiled at the 2013 Frankfurt Motor Show. The 918 Spyder was produced in a limited series and it was developed in Weissach and assembled in Zuffenhausen. Pricing for the 918 Spyder started at €611,000 (US$845,000) or £511,000. Production ended in June 2015 as scheduled. The country with the most orders was the United States with 297 units, followed by China and Germany with approximately 100 orders each, and Canada ordering 35 units.
Inspired by the Porsche 356, and some spyder prototypes built and raced by Walter Glöckler starting in 1951, the factory decided to build a car designed for use in auto racing. The model Porsche 550 Spyder was introduced at the 1953 Paris Auto Show. The 550 was very low to the ground, in order to be efficient for racing. In fact, former German Formula One racer Hans Herrmann drove it under closed railroad crossing gates during the 1954 Mille Miglia. The first three hand built prototypes came in a coupé with a removable hardtop. The first (550-03) raced as a roadster at the Nurburgring Eifel Race in May 1953 winning its first race. Over the next couple of years, the Werks Porsche team evolved and raced the 550 with outstanding success and was recognized wherever it appeared. The Werks cars were provided with differently painted tail fins to aid recognition from the pits. Hans Herrmann’s particularly famous ‘red-tail’ car No 41 went from victory to victory. Porsche was the first car manufacturer to get race sponsorship which was through Fletcher Aviation, who Porsche was working with to design a light aircraft engine and then later adding Telefunken and Castrol. For such a limited number of 90 prototype and customer builds, the 550 Spyder was always in a winning position, usually finishing in the top three results in its class. The beauty of the 550 was that it could be driven to the track, raced and then driven home, which showed the flexibility of being both a road and track car. Each Spyder was individually designed and customised to be raced and although from the pits it was difficult to identify the sometimes six 550s in the race, the aid of colouring tail spears along the rear wheel fenders, enabled the teams to see their cars. The racing Spyders were predominantly silver in colour, similar to the factory colour of the Mercedes, but there were other splashes of blue, red, yellow and green in the tail spears making up the Porsche palette on the circuit. Each Spyder was assigned a number for the race and had gumballs positioned on doors, front and rear, to be seen from any angle. On some 550s owned by privateers, a crude hand written number scrawled in house paint usually served the purpose. Cars with high numbers assigned such as 351, raced in the 1000 mile Mille Miglia, where the number represented the start time of 3.51am. On most occasions, numbers on each Spyder would change for each race entered, which today helps identify each 550 by chassis number and driver in period black and white photos. The later 1956 evolution version of the model, the 550A, which had a lighter and more rigid spaceframe chassis, gave Porsche its first overall win in a major sports car racing event, the 1956 Targa Florio. Its successor from 1957 onwards, the Porsche 718, commonly known as the RSK was even more successful. The Spyder variations continued through the early 1960s, the RS 60 and RS 61. A descendant of the Porsche 550 is generally considered to be the Porsche Boxster S 550 Spyder; the Spyder name was effectively resurrected with the RS Spyder Le Mans Prototype.
The Porsche 904 is an automobile which was produced by Porsche in Germany in 1964 and 1965. This coupe, manufactured from 1963 to 1965, was street-legal under road traffic laws, allowing it to be driven not only on race tracks but also on public roads. The car was used by the factory team in the Sports Car World Championship from 1964 to 1966. Additionally, numerous private teams raced the Porsche 904 in these international series as well as in national championships, such as the German Automobile Circuit Championship, specifically in the 2-liter GT class. The Porsche 904 achieved significant success, winning the 2-liter GT category in the Manufacturer’s World Championship in 1964 and 1965, and it also won the prototype class in 1964. After having withdrawn from Formula One at the end of the 1962 season, Porsche focused again on sportscar racing. The 904 debuted late in 1963, for the 1964 racing season, as a successor to the 718, which had been introduced in 1957. Porsche designed the GTS variant to compete in the FIA-GT class at various international racing events. The street-legal version debuted in 1964 in order to comply with group 3 appendix J homologation regulations requiring a minimum of 100 road-going variants be sold by the factory. Porsche produced one-hundred and six 904s at four or five a day with a list price of US$7245 (FOB Stuttgart). Orders far exceeded the one hundred car requirement to satisfy homologation rules and more cars could have been sold. The 904 marked the beginning of a series of sportscars that culminated in the dominant 917.
The Porsche 910 was prepared during 1966 as a development of the Porsche 906 intended for hillclimb events as well as long-distance races. The chassis is a multi-tubular unit lighter than the one of the Porsche 906. The front track has been widened. The bodywork is sleeker and lower than the 906. The roof can be removed allowing for the choice between an open car or a coupé. The doors are hinged at their front edge and tilt forward for opening. The rear portion of the body can be pivoted toward the back while allowing full access to the engine and the transmission. Different engines were propulsing the Porsche 910 according to the competition conditions and the category in which the car was entered. A two litre Type 771 flat eight engine had 1.981 cc capacity and produced 270 hp at 9000 rpm with compression ratio of 10.4:1 was preferred for hillclimb. A two Litre Type 901, flat six engine 1.991 cc producing 220 hp at 8.000 rpm was more usually applied for long distance races. A 2.2 Litre flat eight engine of 2.195 cc producing 270 hp at 8.000 rpm with fuel injection was also used for endurance races. Gerard Mitter has won the 1967 and 1968 European Mountain Championship with the Porsche 910. Six Porsche 910 were entered for the 1967 Targa Florio and the 1000 km Nurburgring resulting in a 1-2-3 win at Targa Florio and a 1-2-3-4 win at the Nurburgring. At 1967 24 Hours Daytona Hermann and Siffert finished 4th overall behind larger capacity Ferrari P3 and P4 in a Porsche 910 and were first in the 2000 cc class. At 1967 12 Hours Sebring Mitter and Patrick finished third overall and Hermann together with Siffert arrived fourth driving Porsche 910 just behind two large capacity Ford Mk IV and Mk II. The Porsche 910 also finished second at 1967 Spa or sixth at the 1967 24 Hours Le Mans. Porsche prepared new car for every works entered automobile and later would sell “used” factory competition car fitted with flat six engine to private drivers or private racing teams. The factory involvement with the Porsche 910 ended with the 1967 season as new regulations for 1968 defined engine capacity of 3 Litre. The Porsche 910 continued its racing career under private initiative. A Porsche 910 2 Litre was sold for US$ 799,000 at a Bonhams Auction at Camel, Quail Lodge & Golf Club, California in 2010. The car is reported Chassis N° 910-026 ex works automobile driven by Gerhard Mitter and Lucien Bianchi at the 1967 Nurburgring 1000 km.
The Porsche 908 was a racing car from Porsche, introduced in 1968 to continue the Porsche 906-Porsche 910-Porsche 907 series of models designed by Helmuth Bott (chassis) and Hans Mezger (engine) under the leadership of racing chief Ferdinand Piëch. As the FIA had announced rule changes for Group 6 prototype-sports cars limiting engine displacement to 3,000 cc, as in Formula One, Porsche designed the 908 as the first Porsche sports car to have an engine with the maximum size allowed. The previous Porsche 907 only had a 2,200 cc Type 771/1 flat-eight engine developing 270 PS. The new 3-litre Type 908 flat-eight produced 350 PS at 8,400 rpm. Being traditionally air-cooled and with only two valves per cylinder, it still had less power compared to more modern F1 designs which delivered over 400 hp, but were not suited to endurance racing. The 908 originally was a closed coupe to provide low drag at fast tracks, but from 1969 on was mainly raced as the 908/2, a lighter open spyder. A more compact 908/3 was introduced in 1970 to complement the heavy Porsche 917 on twisty tracks that favoured nimble cars, like Targa Florio and Nürburgring. Sold off to privateers for 1972, various 908s were entered until the early 1980s, often retro-fitted with Porsche 934-based 2.1-litre turbocharged flat-six engines.
The Porsche 911 GT1 is a car designed and developed by German automobile manufacturer Porsche AG to compete in the GT1 class of sportscar racing, which also required a street-legal version for homologation purposes. The limited-production street-legal version developed as a result was named the 911 GT1 Straßenversion (Street version). With the revival of international sportscar racing in the mid-1990s through the BPR Global GT Series (which then morphed into the FIA GT Championship) Porsche expressed interest in returning to top-level sportscar racing and went about developing its competitor for the GT1 category. Cars in this category were previously heavily modified versions of road cars, such as the McLaren F1 and the Ferrari F40. Porsche originally modified the 993 GT2 into an EVO version and homologated it as a GT1 car, but it proved to be uncompetitive against the other cars in its class. The GT1 had very little in common with the 911 (993), only sharing the front and tail light assemblies of the production 911. Despite using the 911 moniker, the car barely had anything in common with the existing 911 at the time, only sharing the front and rear headlamps with the production sports car. However, its frontal chassis is based on the 993-generation 911, while the rear subframe was derived from the 962C Group C prototype along with its water-cooled, twin-turbocharged and intercooled, 4 valves per cylinder 3,164 cc (3.2 L) flat-six engine fuel fed by Bosch Motronic 5.2 fuel injection, which was longitudinally-mounted in a rear mid-engine, rear-wheel-drive layout, compared to the rear-engine, rear-wheel-drive layout of a conventional 911. The engine generated a power output of about 600 PS. In comparison, the 993 generation 911 GT2, which was otherwise the company’s highest-performance vehicle at the time, used an air-cooled engine with only two valves per cylinder. The 911 GT1 made its debut in the BPR Global GT Series (the FIA championship’s predecessor) at the Brands Hatch 4 hours, where Hans-Joachim Stuck and Thierry Boutsen won comfortably, although they were racing as an invitational entry and were thus ineligible for points. They followed up by winning at Spa, and Ralf Kelleners and Emmanuel Collard triumphed for the factory team at Zhuhai. The 1996 911 GT1 clocked at a top speed of exactly 330 km/h (205 mph) on the legendary Mulsanne Straight in the practice sessions of the 1996 Le Mans 24 Hours Race. The 1997 variant of the GT1, called the 911 GT1 Evo also previewed the 996 generation of the 911 while having improved aerodynamics. Towards the end of the 1996 season, Porsche made revisions to the 911 GT1 in preparation for the 1997 season. The front end of the car was revised including new bodywork which featured headlamps that previewed the all-new generation of the (996) Porsche 911 which would be unveiled in 1997. The revised car was known as the 911 GT1 Evo (or Evolution). The car had the same engine as the 1996 version, but its new aerodynamic elements allowed the 1997 version to be considerably faster than the 1996 version with improved acceleration, the top speed was still around 330 km/h (205 mph) on the La Sarthe Circuit (in the race, the GT1 Evo attained a top speed of 326 km/h). At Le Mans the works cars led the race but did not last the full distance; a privately entered 1996 specification GT1 managed 5th overall and third in the GT1 class. The 1998 variant of the GT1 bore little resemblance to the previous two versions and had construction and bodywork similar to a sports prototype. For the 1998 season, Porsche developed an all-new car, the 911 GT1-98.
In complete contrast to the Chenard et Walcker “Tank” that was displayed alongside it on the Automobile Club de l’Ouest stand was this Porsche 919 from 2016. The Porsche 919 Hybrid is a Le Mans Prototype 1 (LMP1) dual hybrid racing car built and used by Porsche in the 2014, 2015, 2016 and 2017 seasons of the FIA World Endurance Championship. It has a two-litre (120 cu in) 90-degree V4 mid-mounted mono-turbocharged petrol engine that produces 500 hp (370 kW) and acts as a chassis load-bearing member – and two separate energy-recovery hybrid systems to recover thermal energy from exhaust gases and convert kinetic energy into electrical energy under braking for storage into lithium-ion battery packs. In accordance with the 2014 regulations, the vehicle was placed in the 6 MJ (1.7 kWh) class. On 4 March 2014, the 919 Hybrid was shown to the press for the first time during the Geneva Motor Show. Porsche supplied two cars, driven by six drivers, for the season. Romain Dumas, Neel Jani, and Marc Lieb won three pole positions and the season-ending 6 Hours of São Paulo as Timo Bernhard, Brendon Hartley and Mark Webber helped the team to finish third in the World Manufacturers’ Championship. In 2015, the car was further developed and was categorized into the 8 MJ (2.2 kWh) category. Bernhard, Hartley, and Webber won four out of eight races to claim the 2015 World Endurance Drivers’ Championship and the World Manufacturers’ Championship. Earl Bamber, Nico Hülkenberg and Nick Tandy won the 6 Hours of Spa-Francorchamps and 24 Hours of Le Mans, driving a third 919 Hybrid. In 2016 Dumas, Jani, and Lieb won the 6 Hours of Silverstone and the 24 Hours of Le Mans with the car after further development. Consistent performances from the trio won them the 2016 World Endurance Drivers’ Championship and the team’s second. Although Bernhard, Hartley, and Webber had reliability issues in the season’s first three races, the trio won four of the six remaining rounds to help Porsche win its second consecutive World Manufacturers’ Championship. The next year, 2017, Tandy and former Audi LMP1 driver André Lotterer joined Jani in place of Dumas and Lieb, and Bamber teamed up with Bernhard and Hartley, replacing the retired Webber. Porsche finished on the podium in the first two rounds. Bamber, Bernhard, and Hartley recovered from a 13-lap deficit to win the 24 Hours of Le Mans and three more races for Porsche’s third consecutive World Drivers’ and Manufacturers’ Championships at the season’s penultimate round, the 2017 6 Hours of Shanghai. After 2017, the 919 Hybrid project was discontinued as Porsche entered Formula E. An evolution of the car, called the 919 Evo, was demonstrated in 2018, setting multiple lap records as the overall lap record for the notorious Nordschleife.
PUMA
Puma was originally based in Brazil where it built cars, from 1964 until roughly 1995, and trucks, from 1978 to 1999. The company then re-opened in South Africa in 2013 under the name of Puma Automobiles. Puma Automobiles manufactures the Puma 52 (made especially for racing tracks) and the Puma GT 2.4 Lumimari. In Brazil, Puma sourced engines from DKW (3 cylinders), Volkswagen (4 cylinders) and General Motors (4 and 6 cylinder) and mounted them on their own chassis and fibreglass bodies. A small number of cars were exported to US markets during the 1970s to the 1980s, but a more cost effective kit car option was responsible for the majority of US imports. The kit car variant was a complete car exported without the front suspension, transaxle, engine, wheels, and tires. The buyer could purchase the components from a Puma North American distributor or supply their own. Since it had less restrictive regulations, a greater number of complete cars were exported to buyers in Canada. Production of the first models started in 1964 using DKW components and a front engine, front wheel design. These models were sold and manufactured exclusively for auto racing. In 1967, the cars were redesigned for street use and featured an updated rear-mounted Volkswagen engine with a rear-wheel-drive design. In 1967, Volkswagen bought DKW-Vemag and ceased production of the DKW engine in Brazil. With no DKW engines available, Puma designed a new car based on a shortened chassis of the rear-engined, air-cooled 1,500 cc Volkswagen Karmann Ghia sold in Brazil. The design, inspired by the Lamborghini Miura, remained largely unchanged for two decades. The new design with a Volkswagen 1,600 cc engine was named the Puma 1600 GTE. It sold relatively well for a specialist sports car. Puma sold the 1600 GTE starting in 1969 and offered kits to make the engine more powerful. A convertible version, the 1600 GTS, was added around 1970 and Puma began to export the cars to other South American countries, North America, and Europe. Most of the cars exported to North America were sold in kit form. However, all cars sold in Brazil were complete. In 1976 Volkswagen began to honour the warranty of their standard engine supplied to Puma. At the same time Puma introduced a three-month or 5,000 km warranty on their tuned engines and a 1.9-litre kit with Mahle pistons. VW stopped production of the Karmann-Ghia in Brazil during the early 1970s so the Puma was redesigned in 1973 to use the Volkswagen Brasilia (VWB) as a base instead. During the same period, the Puma began to be assembled in South Africa by Bromer Motor Assemblies. Bromer Motor Assemblies produced 357 cars in two years but closed due to poor fiscal management. The bodywork was restyled in 1977; while similar in appearance to the original, the bumpers were moulded as part of the body, rather than attached as separate chrome units. The body was redesigned to be somewhat less rounded than before and the Coupé’s louvres were replaced with rear quarter windows. The Puma models were restyled and renamed in 1980. The Coupé became the GTI and the Spider became the GTC. The new look included rubber bumpers with decorative cast-in ridges, which mimicked the Porsche 911 G’s telescopic impact bumpers. The tail lights were replaced by the Volkswagen Brasilia’s Mercedes-style units. The small push-button door handles were replaced with more modern units borrowed from the Alfa Romeo Ti 4. The P-018 model came out in 1982; it used a version of the VW Brasilia Variant II’s more modern chassis with the Brasilia’s front suspension. The P-018 had slightly wider front and rear tracks, and a rear suspension that featured semi-axles with constant-velocity joints, sprung by transverse torsion bars, rather than the Brasilia’s simpler semi-trailing rear. As with other Puma models, an air-cooled 1.6-litre Volkswagen boxer-four was standard equipment, with larger 1.7-, 1.8-, and 2.0-litre versions available at extra cost. An annual production of 1,000 was planned, but only about 55 of the P-018s were completed. Seen here was a GTE.
RENAULT
Renault had a spectacular stand in the middle of Hall1. Renault is exhibiting a number of racing models from its historic adventures in aviation, on show in Hall 1. Inspiration for the stand them was the launch of Rafale E-Tech full hybrid, which was present on the stand.
Renault also had a replica of the Caudron-Renault Rafale C.460, an air racer developed following the acquisition of the Caudron aviation company by Louis Renault in the 1930s. Renault was the first carmaker at the time to design and build light engines for the aviation industry. Pursuing cutting-edge aerodynamics, Louis Renault engaged Marcel Riffard, an aeronautical and automotive engineer who designed several record-breaking models for the brand, along with the Caudron-Renault Rafale aircraft.
Celebrating this history, Renault presented five successful racing models inspired by this quest for technological excellence and performance:
Renault 40CV (1926): a single-seater model powered by an engine of over 9,000 cc
Renault Nervasport (1934): a model that broke nine international records and three world speed records
Renault-Riffard 4CV tank (1956): a car with the profile of an aircraft wing
Renault Etoile Filante (1956): After World War 2, as the aeronautical industry boomed, it was only natural to attempt to carry aviation technology over to the automobile, a trend epitomized by the Renault Etoile Filante. After 1945, turbine specialist Turbomeca sought to draw public attention to the use of gas turbines. Won over by the idea, Renault accordingly launched the development of an experimental car powered by a 270 hp powerplant – the tubular-framed, stratified polyester bodied Etoile Filante. On September 5th 1956, the whine of its gas turbine echoed over Bonneville Salt Flats in the United States. Instants later, a new world record for turbine powered car was established: an average of 306,9 kph over one kilometre and 308,9 kph over five kilometres.
Renault Dauphine “Speed Week” (2016): a car created to mark the 60th anniversary of the world record set by Etoile Filante in 1956 at the Bonneville Salt Flats in the USA.
Also here was a new design from The Originals Renault – La Collection1: Mute The Hot Rod (2023), an all-electric hot rod based on the 1924 Renault MT.
In the run-up to the reveal of Renault 5 E-Tech electric, planned for the 26 February at the Geneva International Motor Show, Renault had three resin models of the Renault 5 Prototype, revealing the official colours of the production model for the first time. For this icon of pop culture, Renault has opted for a contemporary palette in shades of electric yellow, blue and green – bringing to mind the revolutionary colours of the original model launched in 1972.
The first vehicle I saw, as I came through the entrance gates was this spectacular restored van.
The Renault 1 000 Kg is a light van, initially of a one ton capacity, introduced by the manufacturer in 1947. A 1,400 Kg version followed in 1949, and the Renault 1,400 Kg soon became the more popular choice. A name change in 1959 saw the vans branded as the Renault Voltigeur (1,000 Kg) and the Renault Goélette (1,400 Kg), but in retrospect the Renault 1,000 Kg name is frequently preferred. The 1000 Kg was originally presented in 1945 as a prototype light van designed for the military, and was offered for general sales from February 1947. In the summer of 1944 the French Ministry of Industrial Production set out a prescriptive plan for the post war motor industry. It was headed by Paul-Marie Pons and so it was known as the Plan Pons. Under “The Plan”, Renault and Peugeot (along with their Chenard & Walcker debtor/subsidiary) were restricted to making vans for the 1000–1400 kg market, while Citroën was to make small trucks of between 2 and 3.5 tonnes. In the event Citroën, which had already developed a van in the 1000 kg class before the war, went ahead with the design of the Citroën H Van, which was launched in 1947. It was the Citroën which would be the Renault’s most effective rival in this sector, although the Renault would in the early years beat its rival on volumes thanks in part to the large number of Renaults produced for military and police use and for other public sector vehicle operators such as the French postal service. Police versions gained the informal appellation “panier à salade” (“paddy wagon”), appearing in newsreels removing arrested suspects following instances of civil disturbance during the troubled 1950s or, more memorably for many United States and UK film-goers in the 1960s, removing Inspector Clouseau following his arrest in the wake of a successful bank raid. Renault followed the Plan Pons agreement and designed the 206 E1 following general pre-war design ideas. It had a chassis onto which the van body was bolted and the body was made, until 1950, by fitting metal panels to a wooden frame. At a time when French industrial wages were low, the Renault was quick and inexpensive to produce. In contrast to the rival Citroën H Van, Renault’s design applied a traditional approach, using a rear wheel drive layout and rigid axles. Large wheels combined with a short wheelbase allowed for a tight turning circle and good ground clearance. These features reflected plans for a four wheel drive version in anticipation of military sales and to deal with the poor state of many French roads, especially in the countryside, at this time. The rear-wheel drive and big wheels resulted in the vehicle’s raised interior floor height. Renault saw a steady demand for the van, especially from public sector buyers, and 124,570 units vehicles were produced. By some criteria, it was France’s best selling vehicle in its class during the 1950s. The basic architecture and overall silhouette of the vehicle barely changed during a production run of nearly two decades, but there were numerous minor changes to the sheet metal, door hinge arrangements, front bumpers, lights and indicators as well as extensive adaptations for military and police versions. Later models, from the 1960s, can be distinguished by a small additional windows behind each of the side-doors. At launch the vehicle appeared as a boxy flat sided van with an advertised load volume of 7.45 m³ which compared with 7.3 m³ for the Citroën H as it appeared in the same year. The Renault’s 2,383cc petrol engine had originally been introduced in 1936 for the Renault Primaquatre; slightly downtuned for this application it offered 62 PS. The dry weight of 835 kg (1,841 lb) provided a maximum laden weight of 1,835 kg (4,045 lb). During 1947 a flatbed truck version appeared along with a bare chassis version enabling users to specify their own bespoke body variants from specialist truck-body builders. In July 1949, a heavy duty 1,400 kg version joined the range, and this was also the year when four-wheel drive became an advertised option. By 1952, Renault offered a more modern engine for economy minded buyers and a detuned version of the 1996 cc 49 PS unit from the recently introduced Renault Frégate was an option for the 1,000 kg model. In 1959 the vans received a name, now being branded as the Renault Voltigeur and the Renault Goélette. The Goélette, with its 1,400 kg (3,100 lb) weight limit, was now offered with the 2141 cc “Étendard” engine, which featured the same 88mm bore as the 1996 cc but had an 88mm stroke. This engine was also developed for the Renault Frégate, which during its earlier years had failed to win market acceptance mainly because it was underpowered. The 64 PS output when the engine in the van was lower than that produced in the passenger car. For 1961 buyers could specify a diesel option. The 1816 cc 58 PS diesel unit came from Indenor, a company established by Peugeot to specialise in the design and manufacture of diesel engines. This engine was offered in the Peugeot D4 since 1959. Although diesel powered vehicles were not popular in France, the lower fuel tax rate on diesel fuel made it attractive for buyers. From the middle of 1962, Renault substituted a 2720 cc diesel engine of their own construction producing 61 PS. In 1959 Renault launched the Renault Estafette with a front-wheel drive layout which allowed for a lower floor and much improved space utilisation: the bulkier but in other respects comparable Renault Voltigeur was formally withdrawn in 1963. Production of the Renault Goélette continued until May 1965, when it was replaced by the Renault Super Goélette SG2 range of larger light trucks.
The Renault Estafette was a light commercial front-wheel drive van, first introduced in 1959 and made until 1980. In the summer of 1944 the French Ministry of Industrial Production set out a prescriptive plan to make the most of scarce resources for the post war motor industry. It was headed by Paul-Marie Pons and so it was known as the Plan Pons. Under the Plan Pons, Peugeot, Renault and Chenard & Walcker were restricted to making vans for 1000–1400 kg while Citroën was to make small trucks for 2 and 3.5 tonnes. However, Pierre-Jules Boulanger at Citroen ignored the Plan Pons and went ahead with the design of the Citroën H Van, which launched in 1947. This unitary body with no separate frame design, with four-wheel independent suspension, and front-wheel drive, offered a powerful motor, capacity, and an exceptionally low loading floor. It was an immediate success, and continued in production to 1981. Renault obeyed the Plan Pons instructions and designed the 206 E1 following general pre-war design ideas. It had a fixed chassis onto which the van body was bolted and the body was made by fitting metal panels to a wooden frame. This old-fashioned method paid off in terms of the time it took to build and overall production costs, because at the time stamped body panels were relatively expensive and it also saved weight. In this period of material shortages Renault did the best they could and the 1000 kg as it became known was a success, but not on the scale of Citroen’s H Series that was selling to small businesses such as shop keepers and tradesmen. It was for this reason that Renault decided to fill the gap between the 300 kg Renault Juvaquatre and the 1000 kg 206 E1. It was clear that they needed a front-wheel-drive van, but the company had just signed up to a policy of rear-engined, rear-drive models with the 4cv and the Dauphine, then under development for 1957. The only example of a rear-engined van was the Volkswagen Type 2, and it did not offer load-space or a low floor to rival the Citroen. Reluctantly Fernand Picard, the designer of the 4cv, agreed to give the go-ahead to the team headed by Guy Grosset-Grange to try something new. As a question of production logic, they had to use existing Renault parts, and that meant the new engine being developed for the Dauphine, but adapting it for a front drive van was not simply a matter of moving it and turning it around, and therefore they had to match it to a new gearbox, which gave them the opportunity to choose gear ratios to suit the van’s needs. They also worried if the 845 cc engine would cope with a 600 kg payload, and they doubted it would have enough power or durability, until they heard of the German Gutbrod Atlas that was carrying 1000 kg using a tiny 622 cc engine. They brought one to France, and used it as a test bed for the 845 cc engine and were soon satisfied that it would work well. And so began over 2 million kilometres of testing. Launched in June 1959, the new van was to be called the Estafette from the Italian Staffetta, meaning Courier. At launch, the engine, although mounted near the front of the Estafette, was of the same size and output as that fitted to the recently introduced Renault Dauphine. The Estafette’s emphasis was always on economy and practicality rather than on power or heavy-duty performance. It was introduced in four body types; the normal van with the rear door in three sections, in a variation on the stable door style. The upper part with the window hinged upwards, while the lower part was divided into two halves, opening to the left and to the right. A sliding door on the pavement side of the load space was also normally fitted, as was a sliding driver’s door. There was a high roof version with translucent plastic roof that on its lower part was left unpainted and the top was normally white (though later models could be fully painted). The pickup version had a tubular frame to support the canopy which could easily be pushed forward and stored behind the cab which was closed off. The tailgate of this model could be used as a convenient loading ramp or be removed altogether. A minibus was also introduced seating eight passengers and the driver. Originally the Estafette was available only in four colours from the factory; grey, blue, yellow or orange. The Estafette gave all it had promised, with its low floor and wide rear opening; the high roofed version were especially popular with companies having to load bulky items because although the 0.8cu metre increase in capacity didn’t sound a lot, it did allow a man to stand inside to help load. And it was very popular as a mobile shop, which at markets became as typically French as the ice cream van is English. In 1961 came the Alouette version which was a simpler version of the minibus with removable seats that could convert it into a camper van and was indeed popular with French conversion companies. Finally a chassis-cab version was introduced onto which innumerable bodies could be fitted. In May 1962 the 800 kg (1,764 lb) rated Estafette was the first vehicle to receive Renault’s newly developed “Sierra” series water-cooled four-cylinder 1,108 cc five-bearing engine, which was destined to appear in a passenger car a month later with the launch, in June 1962, of the Renault 8. In 1968 a series of 70 vans were issued to the police at the winter Olympics held in Grenoble, and this led to a long term contract, but Renault’s biggest customer for the Estafette was PTT, the French telephone company. In 1968 it gained the 1,289 cc engine later seen in the Renault 12.
The Renault 15 and Renault 17 are two variations of the same coupé designed and built by French automaker Renault between July 1971 and August 1979. The R17 was sold as R177 in Italy, respecting the heptadecaphobia superstition. They were effectively coupé versions of the Renault 12. The main differences between the two cars were their headlight configuration (the 15 had two rectangular headlights whereas the 17 had four round headlights) and their rear side windows. Some markets show the 17 with the rectangular lights for TL versions. The Renault 15 and 17 were presented at the Paris Motor Show in October 1971. The chassis and most of the running gear came from the Renault 12, while the 1565 cc 108 PS A-Type engine in the more powerful R17 TS and R17 Gordini models was derived from the engine in the Renault 16 TS. Though the mechanicals of the cars were derived from other Renaults, the body was completely new. At the 1974 Paris Motor Show, the Renault 17TS was renamed the “17 Gordini”. This new name was an attempt to fill the gap left by the recently discontinued Renault 12 Gordini, nothing was changed beyond the badging. There was a minor facelift during March 1976, most noticeable on the grille of the 15, where the chrome edge surround was replaced with a body-coloured one: the headlights were enlarged and brought forward to a position approximately flush with the surround. The grille of the 17 also lost its chrome surround, although on both cars the partially chrome front bumper now curved up at the edges to roughly half-way up the height of the grille. The R15 and R17 remained in production until summer 1979 when they were both replaced by the Renault Fuego
The Renault Fuego (Fire in Spanish) is a sport hatchback that was manufactured and marketed by Renault from 1980 to 1986, replacing the Renault 15 and 17 coupés of the 1970s. The Fuego’s exterior was styled by Michel Jardin, and the interior by Francois Lampreia, both working under direction of Robert Opron.[5] Automotive journalist L. J. K. Setright said the Fuego “is blessed with a body which is not only roomy and aerodynamically efficient, but is also beautiful”. The Fuego was heavily based on the Renault 18, sharing its floorpan and drivetrain, with its front suspension developed from the larger Renault 20/30. Despite sharing no parts, the design kept the familiar double-wishbone layout common with the Renault 18, incorporating a negative scrub radius geometry. The suspension design would later be added to the facelifted Renault 18, and later, with minor refinements (larger bushings etcetera), the Renault 25. Power steering was available at the higher end of the range. The Fuego dashboard was added to the facelifted R18 in 1984 (though initially only available in the R18 Turbo) and then both updated again in September 1983 (LHD cars only) for the 1984 model year. European production continued until 1985 in France and 1986 in Spain, while Renault Argentina produced the Fuego from 1982 until ending production in 1992 with the 2.2 L “GTA Max” (the final phase III facelift introduced in 1990). In Argentina, it reached 63 percent local parts integration. Wind tunnel testing was used to allow the Fuego to have sporty coupé lines while maximizing rear seat space. The resulting drag coefficient (Cd) factor ranges from 0.32 to 0.35. In October 1982, the turbocharged diesel Fuego became the fastest diesel car in the world, with a top speed of 180 km/h (110 mph). The Fuego was one of the first cars to offer a remote keyless system with central locking, available from September 1982, using a system invented by Frenchman Paul Lipschutz — marketed as the “PLIP” remote in Europe. The Fuego was also the first to have remote steering-wheel-mounted controls for the audio system (European LHD GTX and Turbo from September 1983). This feature was subsequently popularised on the 1984 model Renault 25. The Fuego was also available with options including leather upholstery, multi-function trip computer, cruise control, air-conditioning (factory or dealer-installed), and a full-length Webasto electric fabric sunroof. A convertible version trimmed with a leather interior was unveiled by the French coachbuilder Heuliez in 1982 aimed at the U.S. market, but was not produced due to lower than expected sales in the American market – the R11/Alliance convertible taking its place. Three examples were built and finished to American specification (sealed beam headlights, enlarged bumpers, etc.). The Fuego became the best selling coupé in Europe during 1980 through to 1982. Variants included: 1.4 L TL, 1.6 L economy tuned GTL (LHD only); 1.6 L TS and GTS (manual and automatic transmissions); 2.0 L TX and GTX (manual and automatic transmissions). The TX was a downgraded version of the GTX, but differences varied by country. This model deleted alloy wheels, electric windows, central locking, air conditioning, fog lights, headlight wipers, etc. depending upon the market. A manual-only 2.1 L turbo-diesel was also produced for LHD European markets in the 1982-1985 period. This model was differentiated by the “bulge” in the top of the bonnet, extra vents in the front bumper, and “Turbo D” badging on the grille, side and rear hatch glass. The Fuego Turbo (1.6 L/1565cc with a manual transmission) was added in 1983 to coincide with the facelift. This facelift included a revised front grille, plastic trim on the bumpers, revised dashboard on LHD models, wheel design, interior trim and fabrics – sepia (coffee brown) with dark brown/white striped velour seats; or ash (grey) with black/red striped velour seats for the Turbo, and ash or sepia for the other models sold with European specifications. Interior colour now depended on exterior colour, eliminating the large choice of customised options of the previous models. The facelifted GTX was also offered with the 2.2 L EFI engine from the Renault 25 in certain LHD markets (generally where the Fuego Turbo was not sold). Marketed in the United States by American Motors Corporation (AMC), the Fuego was also assembled in several countries in South America, where production continued until 1992. According to Renault, 265,367 Fuegos were produced, 85% of those manufactured in France from February 1980 to October 1985. Spanish production for European markets continued into 1986. A replacement was planned, but was cancelled at the last minute.
The Renault 21 is a large family car produced by French automaker Renault between 1986 and 1994. It was also sold in North America initially through American Motors dealers as the Renault Medallion and later through Jeep-Eagle dealers as the Eagle Medallion. A total of 2,096,000 units were produced. The Renault 21 sedan was launched in the beginning of 1986, as the successor to the successful Renault 18, and this was followed a few months later by the seven seater station wagon, the R21 Nevada, marketed as the Savanna in the United Kingdom. In 1987, What Car? awarded the Renault 21 GTS Best Family Saloon. The Renault 21 Savanna was awarded Car of the Year, as well as Best Family Estate. Unusually, the Renault 21 was offered with disparate engine configurations. The 1.7 litre version featured a transverse engine and transmission, but Renault had no gearbox suitable for a more powerful transverse engine: accordingly, faster versions featured longitudinally mounted engines. The two versions featured (barely perceptibly) different wheel bases: the engines were all relatively compact four-cylinder units and the engine bay was large enough to accept either configuration without reducing passenger space. However, at a time when production technologies were relatively inflexible, the need to assemble differently configured engine bays on a single production line, along with the supplementary inventory requirements imposed both on Renault and on the dealership network, did compromise the Renault 21’s profitability. The Nevada/Savanna station wagon/estate version was slightly longer than the sedan, and configured with seven seats, two of those a forward-facing foldable bench seat for children (up to about age 10) that used up much of the luggage space. It had roof rack side rails as standard. First unveiled on 20 November 1985 and officially launched in February 1986, the R21 gave Renault a new competitor in this sector after eight years of the R18, which was declining in popularity after a very strong start to its commercial life. It had a razor like design, which was different from contemporary cars of the era, e.g. the Ford Sierra (with its “jelly mould” design) and the Opel Ascona (with its “J–Car” design). It was sold in right hand drive for the United Kingdom from June 1986. The car was revamped considerably in May 1989, both technically and aesthetically – the new sleeker outward appearance was similar to the also recently revamped Renault 25, and a liftback body style was also added to the range (which soon became more popular than the sedan in France) along with a sporty 2.0 L Turbo version. Of the sedans, the TXi 2.0 12v and 2.0 turbo was also available with the four-wheel-drive Quadra transmission. The Nevada wagons received four-wheel-drive in the eight-valve 2.0 and in the naturally aspirated 2.1 Diesel, as the 12-valve and the turbo were not available with this bodywork. The front-wheel-drive 21 Turbo was capable of 227 km/h (141 mph). At the 1989 Frankfurt Motor Show the fuel injected 2.2i model was introduced, originally reserved for the German market (being a different model than the earlier 2.2s built for the US) where insurance and tax regulations suited larger engines with less peak power. Injected engines were equipped by Renix engine control unit, developed by a joint venture by Renault and Bendix. This car was also available with four-wheel-drive, exclusively as a Nevada. The Renault 21 liftback and sedan petrol models ceased production in the beginning of 1994, following the launch of the all new Laguna liftback, but the diesels and the Nevada/Savanna remained on the market, until their replacement Laguna variants were launched (end of 1994 for the diesels, and end of 1995 for the Nevada/Savanna).
RENAULT-ALPINE
The Alpine M63 was the first racing car from Alpine and was developed in 1962. The first drafts of the Alpine M63 came from Len Terry. Terry worked in 1962 for Colin Chapman and has been known internationally for the construction Lotus 33. Jean Rédélé contacted Chapman and Terry, as the idea of a separate race car became more concrete. Terry carried out some draft work, this was based heavily on the Lotus 23. The great aim of the Alpine was participating in the 24-hour race at Le Mans. 1963 saw the first M63 to be launched. The French drivers Bernard Boyer and Richard Bouleau drove the car. Now the fourth designer came on the scene, Marcel Hubert. Hubert, who was later responsible for the successful Alpine prototypes of the 1970s, gave the car the an aerodynamic body shape. The car had the engine mounted in the rear of the ccar behind the driver. With a 601-620 kg empty weight, the M63 was very easy to drive. The car was driven by a 4-cylinder Gordini engine. With only 996cc, the engine produced 95 hp. The top speed was 232 km/h. The first car, chassis number 1701, was delivered a day before the technical inspection of the Le Mans. The car was followed by the M64.
There were several of the original A110 Renault-Alpine models here. This was introduced as an evolution of the A108. Like other road-going Alpines, the 1961 A110 used many Renault parts – including engines. But while the preceding A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was delivered first with “Berlinetta” bodywork and then as a cabriolet. The main visible difference with the A108 coupé was a restyling of the rear body to fit the larger engine, which gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fibreglass body. The A110 was originally available with 1.1 litre R8 Major or R8 Gordini engines. The Gordini engine delivered 95 hp at 6,500 rpm. The A110 achieved most of its fame in the early 1970s as a victorious rally car. After winning several rallies in France in the late 1960s with iron-cast R8 Gordini engines the car was fitted with the aluminium-block Renault 16 TS engine. With two dual-chamber Weber 45 carburettors, the TS engine delivered 125 hp at 6,000 rpm. This allowed the production 1600S to reach a top speed of 210 km/h (130 mph). The longer wheelbase 2+2 Alpine GT4, originally considered a version of the A108, was updated with A110 engines and mechanicals, now being marketed as the “A110 GT4”. The car reached international fame during the 1970–1972 seasons when it participated in the newly created International Championship for Manufacturers, winning several events around Europe and being considered one of the strongest rally cars of its time. Notable performances from the car included victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. With the buy-out of Alpine by Renault complete, the International Championship was replaced by the World Rally Championship for 1973, at which time Renault elected to compete with the A110. With a team featuring Bernard Darniche, Jean-Pierre Nicolas and Jean-Luc Thérier as permanent drivers and “guest stars” like Jean-Claude Andruet (who won the 1973 Monte Carlo Rally) the A110 won most races where the works team was entered, making Alpine the first World Rally Champion. Later competition-spec A110s received engines of up to 1.8 litres. As well as being built at Alpine’s Dieppe factory, A110 models were constructed by various other vehicle manufacturers around the world. The Alpine A110 was produced in Mexico under the name “Dinalpin”, from 1965 to 1974, by Diesel Nacional (DINA), which also produced Renault vehicles. The Alpine A110 was also produced in Bulgaria under the name “Bulgaralpine”, from 1967 to 1969, by a cooperative formed between SPC Metalhim and ETO Bulet, whose collaboration also resulted in the production of the Bulgarrenault. In 1974 the mid-engined Lancia Stratos, the first car designed from scratch for rally racing, was operational and homologated. At the same time, it was obvious that the tail-engined A110 had begun reaching the end of its development. The adoption of fuel injection brought no performance increase. On some cars, a DOHC 16-valve head was fitted to the engine, but it proved unreliable. Chassis modification, like the use of an A310 double wishbone rear suspension, homologated with the A110 1600SC, also failed to increase performance. On the international stage, the Stratos proved to be the “ultimate weapon”, making the A110, as well as many other rally cars, soon obsolete. The A110 is still seen in events such as the Rallye Monte-Carlo Historique and there was a nice example here.
This is the Renault Alpine A310 V6. Launched in 1971, the four-cylinder car was larger, heavier, and no more powerful than its predecessor, which meant it was generally considered underpowered. The car was first shown at the 1971 Geneva Motor Show. The prototype A310 had louvres across the rear windscreen; these were not carried over to the production model. Early models had a NACA duct mounted near the window atop the left front fender, later four-cylinder cars received two, mounted closer to the front of the car. In 1976, to help flagging sales, the lower-cost A310 SX was presented. This model has a 95 PS version of the Renault 16/17’s 1647 cc inline-four and simplified equipment. The basis of the A310 was a hefty tubular steel backbone chassis, clothed in a fibreglass shell. As for the previous A110 the entire body was moulded in a single piece. Like the ill-fated De Lorean DMC-12, which used the same PRV powertrain, the engine was mounted longitudinally in the rear, driving forward to the wheels through a manual five-speed gearbox. The driving position was low and sporty, although the front wheelwells encroached on the occupants’ feet, pointing them towards the centre of the car. The A310 was labour-intensive, having been developed for small-scale artisanal production – a car took 130 hours to build from start to finish. The front axle also came in for some criticism, although in 1974 the balljoint mountings were replaced by rubber/steel bushings (silent-blocs) which somewhat improved the longevity. While many bits of the A310 came from the Renault parts shelf as expected, others are more surprising – the steering rack is from the Peugeot 504, while the turn signals are Simca 1301 units. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly developed 90-degree 2664 cc V6 PRV engine, as used in some Renaults, Volvos and Peugeots. The later V6 received a black plastic rear spoiler as well, useful for keeping the tail planted but somewhat marring to purity of the original’s lines. With 150 PS on tap, the A310 PRV V6 was Renault’s performance flagship capable of 220 km/h (137 mph) and acceptable acceleration. The tail-heavy weight distribution gave handling characteristics similar to the contemporary Porsche 911. Beginning with model year 1981 (in late 1980), the rear suspension was shared with the mid-engined Renault 5 Turbo. Rather than the previous three-lug wheels, the A310 also received the alloys used for the 5 Turbo, albeit without the painted elements In the later models (1983-1984) of the A310 a “Pack GT” which was inspired from the Group 4 A310 racing cars would be developed, it gained wheel arches and larger spoilers front and rear. A few Alpine A310 V6 Pack GT Kit Boulogne were built (27 examples), here the PRV V6 was bored out to 2.9 litres and was then further modified by Alpine, fitted with triple Weber 42DCNF carburettors that pushed power to 193 PS. 2340 examples of the 4 cylinder car and 9276 of the V6 were made. It is a rare car these days. This car has covered 30,000km from new and is one of four DeLorean engined test cars with fuel injection. It is the only one running in the UK. The four cars were originally supplied by Renault to DeLorean in Northern Ireland to test the new engine in advance of the rest of the DeLorean being ready.
ROLLS ROYCE
This distinctive car is the 1934 Phantom II “Esders”. One of the most elegant Phantom II ever made. It was ordered new by Armand Esders just after he bought the Bugatti Royale Roadster and also without headlights ( “as one does not drive by night”). A car of pure and minimalist elegance, but of very high finish and fitted with very exclusive luxurious fittings. Exhibited on Letourneur et Marchand’s stand at the 1932 Salon de l’Automobile in Paris. The famous coachbuilder Letourneur & Marchand had a stand at the Auto Salon in pre-war days, and during the 1931 edition, their star of the show was a 26CV Hispano-Ballot with a Coupe de Ville body. Coloured in polished black laques, with the exception of the two front doors, which were in brilliant ivory. In the book about the company Letourneur, Marchand, Autobineau, Maitres carrossiers Francais, Jean Marchand said that at one point a gentleman with very good quality clothes came to their stand and said he was interested in this type of bodywork but that the car on show wasn’t luxurious enough. He told monsieur Marchand that he would bring him a Rolls Royce chassis from London so that they would have to build him a car. That gentleman was Armand Esders. A week later Esders received the estimate of 50,000 francs, which was already more than other cars the coachbuilder had made before. However, Esders said he would add another 15,000 francs to the estimate if the work was perfect. In October 1931, Dr. Armand Esders made an order with Rolls Royce for a long-wheelbase chassis. On the order form, we can see he paid the sum of £1750 for the rolling chassis and also ordered special brackets for the subframe. The rolling chassis was sent to coachbuilders Letourneur & Marchand in Paris, France in order to be bodied as a Coupé de Ville, like the Hispano in the Auto Salon. For Esders, the car needed a high-quality finish and he had a certain idea about elegance. Just like the Royale that he ordered later, the car wasn’t for driving during the night and had removable headlamps. Also removed were the famous mascot on the radiator and the Rolls Royce emblems on the wheel discs. There were no visible door handles nor was there a coachbuilders plate on the outside, and as you might have seen in the photos; no bumpers or spare wheel. There was a central handle on the passenger door (this is a Letourneur et Marchand patent) and no chrome on the car. The car was, also like the show car, finished in polished black paint with contrasting ivory driver’s doors, which gives a distinctive look as can also be seen in old photos. Esders took delivery of the car in March 1932 and he was more than satisfied. He used the car alongside the Royale. It is not clear to us if the Phantom was for him or for his wife Yvonne, but it is certain he was proud of it. In 1938 he sold both cars and less than 2 years later he passed away aged 50. The Royale found its way, after some cosmetic changes and through different ownerships, to the Volkswagen Group collection. The Phantom II Rolls Royce, however, stayed in the South of France for most of its life. The car has been changed cosmetically, just like the Royale. It was modified to become a four-door saloon. However, this was done with much respect for the original configuration. In 2004, the car was discovered in a barn in the South of France. When the current owner bought it in 2017, he found many traces of the original features. The original untouched bodywork was found under the ‘new’ one, just as the original fittings of the door (even with the Letourneur et Marchand body numbers on it) and many more. At that moment, a plan was made to take the Phantom II back to what was originally ordered by Esders. After a lot of work the car is restored to its original and correct specification. It still wears some patina and has the original interior.
SALEEN
SALMSON
SEBASTIEN LOEB CARS
Another of the special displays, this one was a tribute to Sebastien Loeb, the most successful WRC driver of all time, and featured a number of the cars that he has driven.
SIMCA
The Simca Coupé 1000 and its successor, the Simca 1200S are small, rear-engined two-door coupés (described by one well informed commentator as “Pseudo-sportives”) which were produced by Simca between 1962 and 1971. Simca also provided the engine and the mechanical underpinnings while the small elegant bodies were built in Turin by Bertone before being transferred for final assembly to Simca’s Poissy plant and an assembly plant in Rotterdam (1200S only) on specially configured trains. The change of name in 1967 marked a major upgrade that included the installation of a more powerful engine and styling adjustments enforced by moving the radiator from the rear to the front of the car. This improved weight distribution, but the engine itself remained at the back. The Simca 1000 saloon was launched in France in October 1961 and was an instant success with French buyers, but the response in export markets was much more muted. The new management at Simca were keen to raise the profile of their new car internationally. Mindful of the precedent set by Renault with their (initially Frua bodied) Renault Floride, Simca turned initially to Facel to discuss a joint project with Facel producing the bodies, but in the judgement of Henri Pigozzi, Simca’s aging but still unusually “hands on” boss, Facel’s proposal lacked the necessary style and was considered unrealistic: there were also concerns that Facel’s perilous financial position might impact the project adversely. Simca then turned to Bertone and commissioned a coupe version of their new car. Bertone gave the job to a recently recruited young designer called Giorgetto Giugiaro and the car, having already been heavily trailed, was formally launched at the Geneva Motor Show early in 1962, though official French homologation for production only took place in November 1962: customer deliveries began in 1963. The style of the car was widely admired, but the cost of the Bertone-built body made it difficult for the car to compete on price alone, while use of the standard 944 cc engine block from the Simca 1000 meant that performance was unlikely to live up to its racy styling. From the start Simca presented the Coupé 1000 as a separate model. Despite sharing its chassis and mechanical elements with the boxy Simca 1000 saloon, the Coupé was able to offer superior road holding and performance because its centre of gravity was lower and its shape more aerodynamic. Between the car’s appearance at the Swiss motor show in March 1962 and customer deliveries, the front side lights moved from a position beside the headlights, integrated into the front wings, to a location directly above the front bumper. It is not clear whether this was a response to regulatory requirements or simply a change driven by production-cost considerations. On the inside the interior fittings contrasted with the stark interior of the Simca 1000 saloon, and the generous display of gauges and switches on the dashboard was also a world away from the aggressively plain view from the driver’s seat through the steering wheel on the four-door car. In its original form the Simca was thought in the 1960s to resemble the cheaper Fiat 850 Coupé, although that car was launched only in 1965. In the French market, where the great majority of the cars would be sold, the Simca Coupé 1000 was pitched squarely against the Renault Floride. The water-cooled 4-cylinder 944 cc engine shared its dimensions and basic lay-out with the engine fitted in the saloon, but from the start the Coupé engine featured a higher compression ratio and provided a maximum 52 hp of claimed output (as against 45 hp in the saloon). A maximum speed of 140 km/h (87 mph) was listed (as against 125 km/h (78 mph) for the saloon). Stopping power was also better on the Coupé which, unusually at this time, featured disc brakes on all four wheels. During the early years the car experienced modest success on the French market, especially among young affluent buyers. Between the 1962 launch and the 1967 upgrade approximately 10,600 were produced. By 1962 Simca’s midrange cars had been replaced and in 1967 the focus of the manufacturer’s volume cars switched to the new Simca 1100. The Simca brand image was becoming increasingly starchy and the “sheep in wolf’s clothing” image of the Simca Coupe 1000 did little to improve it. Bertone was commissioned to upgrade the body. This was achieved by adding a pair of grills to the top of the bonnet/hood, shamelessly emulating a design theme of the Lamborghini Miura. It was also necessary to add an opening at the front for a grille, now that the radiator was moved to the front of the car. Otherwise the profile of the car was little changed. At the back, the engine was now replaced by a four-cylinder in-line water-cooled 1204 cc unit which would later find its way into versions of the Simca 1100. The car was renamed as the Simca 1200S, and in this form, supported by two carburettors, the engine produced a maximum 80 hp of power, allowing Simca to claim a top speed of 175 km/h (109 mph). In 1968 a further upgrade saw the claimed power increased to 85 hp and the claimed top speed to 179 km/h (111 mph). The 1960s was a decade of growing prosperity in France. By the time production of the 1200S ended in 1971, approximately 25,000 of its bodies had made the train journey, mounted on their sides in two rows, on the specially configured railway wagons from Bertone’s workshops in Turin to Simca’s plant at Poissy and for transformation into completed cars. Because of capacity problems in Poissy, a total of 3114 1200S were assembled at Chrysler Benelux’s assembly plant in Rotterdam. The Simca 1200S was not immediately replaced, although the Matra Bagheera launched in 1973 can be seen as a belated replacement.
SKODA
Skoda is another of the manufacturer who habitually has a stand at this event, and 2024 was no exception. They had the latest version of the top of the range Superb here, on show.
And joining if were three of the pre-war models which had also used the name. The original Škoda Superb is a full size luxury car that was made by the Czechoslovak car manufacturer ASAP, later AZNP from 1934 to 1949. It was the company’s first car with a V8 engine and all-wheel drive. ASAP introduced a new range of cars in 1930s that significantly differed from its previous products. A new design of chassis with backbone tube and all-round independent suspension was developed under the leadership of chief engineer Vladimír Matouš and derived from the one introduced by Hans Ledwinka at Tatra. First used on the 420 Standard in 1933, it aimed to solve the problem of insufficient torsional stiffness that was inherent with a ladder frame. The backbone chassis was the basis for the Popular, Rapid, Favorit and Superb models. While in 1933 Škoda had a 14% share of the Czechoslovak car market, behind both Praga and Tatra, the company’s new models helped it to become a market leader by 1936, with a 39% share in 1938. The Superb was introduced in 1934, at the time being Škoda’s second highest model range after (probably due to currency fluctuations, as 860 was obviously a more expensive class than 650) the 650 (which was discontinued the same year) and it cost about double the price of a Rapid. The Superb was a replacement for the 860, a luxury 4-door limousine with a straight-eight engine that had been built between 1929 and 1932. The first engine used in Superb was a straight-six flathead unit of 2,492 cc. It had a dry clutch and a four-speed manual gearbox with synchromesh on the 3rd and 4th gear. The car was offered with either 4 or 6 seats. The chassis weighed 1,130 kg (2,491 lb) and the whole car weighed 1,680 kg (3,704 lb), although this varied depending on the version of the car. Two different versions of this type were made. A new generation of Superb was introduced in May 1936 as the Type 902. When Škoda introduced the Superb in 1934, one of its main Czechoslovak competitors, Tatra, had begun to manufacture the Type 77, with a V8 engine; this was the world’s first serially produced aerodynamic car. In order to compete with this car, the Type 902 Superb had more rounded bodywork and featured frontal styling more reminiscent of the smaller Popular and Rapid models. The engine was enlarged to 2,703 cc, and it was combined with a new gearbox that had an aluminium case. The Type 902 was available as 4 seat or 6 seat saloon, and as a 2-door cabriolet. Sodomka also produced a special version of the saloon that had a longer and more aerodynamic body. Another change came in October 1936, when the Superb Type 913 was introduced. The front of the car was redesigned and its flathead in-line six engine was enlarged again, this time to 2,914 cc. The Type 913 was most commonly available in four basic versions: a 6- or 7-seat limousine, 5-seat saloon, and a 5-seat, 2-door saloon. Other less common versions included a luxury 2-door cabriolet, ambulance, panel van, and a pick-up truck. Production ended in February 1939. Some of the last cars to be produced used the bigger 3,140 cc engine from the Type 924 prototype, which featured overhead valves for the first time, in place of the flathead arrangement used in the earlier engines. From 1939, the Superb had spare wheels placed behind the front mudguard instead of under the floor of the trunk. The first prototype of the Type 924 was built in 1937; however, it did not enter production until 1939. The Type 924 had a new 3,140 cc overhead-valve straight-six engine, an extended wheelbase and shorter, more rounded bodywork. The 924 was characterized by having its spare-wheels located behind the front mudguards. The most common version of the Type 924 was the 6-seat limousine. Its middle row of seats could be folded, allowing the passengers in the rear to have more space. After the war, production of the Type 924 Superb continued in small numbers throughout 1947–48, with 60 saloons and 100 open-top cars made, some of them in a luxurious version intended for parades. Officially, they were all delivered to the Czechoslovak Ministry of Interior. Between 1941–1943, Škoda produced a military version of the Type 924 model for the Wehrmacht and its Nazi Allies. The production took place in then-Nazi-occupied Bohemia and began with a rear-wheel drive version called the Type 952 and culminated, briefly, with the all-wheel drive Type 956. There were three military versions available: Kfz 21, a luxury command cabriolet used by high officers in the field such as General Heinz Guderian and Field Marshal Erwin Rommel (100 made), Kfz 15, a personnel-carrier and a raid car (1,600 were produced) and a military ambulance, of which 30 were produced. In 1939, Škoda introduced the Type 919 version of the Superb, known as the Superb 4000; this had a new overhead-valve V8 engine of 3,990 cc, this model was extended in length to 5,700 mm (224.4 in), and was the company’s first ever production car to utilize a V8 engine. Unlike the previous straight-six models, the V8 had three gears, with second and third gears having synchromesh fitted. Only twelve cars of this type were made
The Škoda Vision 7S is an all-electric SUV, that is expected to feature Škoda’s new Modern Solid design language, which is to be adopted by all its future production models. Škoda initially showed the concept on 22 March 2022 with a blurry image of the exterior, and on 15 July 2022 with a sketch of the interior, previewed the interior on 16 August 2022, and once again the exterior on 23 August 2022. On August 30, 2022, Škoda fully unveiled the concept, which is claimed to be an electric replacement for the Kodiaq with a range of 370 mi (595 km). It is expected that a car related to this will enter production in 2026.
Planning for the Škoda 1100 OHC (internal type designation 968), which was intended primarily for endurance circuit races, began as early as spring 1956. By the end of 1957, the first of two copies with open GRP bodywork had been completed. This vehicle is still among the highlights of the Škoda Museum exhibition in Mladá Boleslav. It regularly competes in national and international classic car events. The second 1100 OHC is part of Škoda UK’s heritage fleet. In 1959/1960, the designers continued working on the 968 project and created two Škoda 1100 OHC coupés with closed bodywork. Tried and tested components from ŠKODA’s production models were used. However, unlike the Škoda Sport and Supersport, which were created at the end of the 1940s, the vehicle was no longer based on a central tube with forks for an OHV engine to be mounted at the front. Instead, the Škoda 1100 OHC Coupé took advantage of a lightweight yet rigid truss frame welded from thin-walled tubes. Trapezoidal suspension, consisting of two triangular wishbones arranged one above the other, was used for the front wheels, while a coupling axle with trailing arms was installed at the rear. The engine was located behind the front axle and, along with the assembly unit, comprising rear axle differential and five-speed gearbox, achieved an almost ideal weight distribution. The handling of the dynamic racing car was outstanding; the Škoda 1100 OHC Coupé was powered by a naturally aspirated in-line four-cylinder engine. The cylinder and crankcase were made of aluminium and were derived from the Škoda 440 ‘Spartak’, as was the crankshaft. However, the racing car significantly exceeded the Spartak’s output of 40 hp at 4,200 rpm thanks to its optimised combustion chambers and OHC valve drive, a compression ratio of 9.3:1, two carburettors, double dynamo battery ignition from Bosch, Scintilla Vertex magnetos and many other modifications. Its output was 92 hp at 7,700 rpm, with an impressive 85 hp per litre of displacement. For short bursts, it could reach up to 8,500 rpm. Depending on the overall gear ratio, which could be adjusted according to the specific racetrack, the two-seater with aluminium bodywork and an unladen weight of only 555 kg reached a top speed of around 200 km/h. Dual-circuit brakes always ensured effective deceleration, and to reduce the unsprung mass, rear drum brakes were mounted on the differential gear. The racing career of the two Škoda 1100 OHC coupés lasted from 1960 to 1962. In 1966, they were sold to private buyers when they were no longer allowed to compete due to changes in technical regulations, which resulted in the end of the under 1,100 cm3 category. Subsequently, both coupés were destroyed in road accidents. The owner of the first vehicle, the surviving components of which were used in the reconstruction, replaced the engine of the 1100 OHC with a production four-cylinder with OHV valve timing from a Felicia. The original engine was on display for a long time in the vocational school in Mladá Boleslav before it was finally installed in the reconstructed 1100 OHC Coupé. The second coupé caught fire in an accident. The driver managed to escape from the vehicle, but the aluminium bodywork was irreparably damaged. The dismantled, one-of-a-kind rear axle with integrated gearbox had been part of the collection at the National Technical Museum in Prague before it was donated to the Škoda Museum 25 years ago. The Škoda Museum acquired the truss frame, which had been cut into three parts, along with the complete front axle and other surviving parts from a private collector in 2014. The ambitious project to restore the vehicle would not have been possible without the experts from the Škoda Museum and their experience of working on the open Škoda 1100 OHC. The original technical documentation was also crucial to the project’s success. Almost all of it had been preserved in the Škoda Auto archive, including an explanation of each production section and an explanatory drawing for the installation of individual assemblies. The original mechanical components had very little wear, as the car had only taken part in a few races. The renovation of the entire chassis, along with a newly reconstructed radiator, fuel tank and other elements, was completed at the end of 2015. Originally, the car’s chassis was to be displayed at the Škoda Museum next to the open-bodied car. However, it was decided instead to reconstruct the coupé as a fully functional vehicle. The most challenging task was to reconstruct the aluminium body. The original designer was the former factory designer Jaroslav Kindl. The carpenters of the time built a wooden model according to his documents. A group of metalworkers hammered out the aluminium panels by hand, and the individual parts were then welded or riveted together. Throughout the reconstruction, the Škoda Museum’s restoration workshop team worked closely with colleagues from the Prototype Centre at Škoda Auto. Based on scans of the 2D drawings on a scale of 1:1, a three-dimensional grid was created, which was then post-processed visually. The shapes of individual elements were painstakingly examined and corrected, for example at the front of the vehicle and around the rear lights. Historical photographs were compared with the sketches and the 3D model. The experts were then able to view the car from all sides in the virtual studio and make adjustments. Miniature models were created followed by models of the front and rear body corners on a 1:1 scale. After expert appraisal, necessary adjustments and final approval, Škoda Auto’s engineers started working on the partition walls, the wheel arches and other body elements. The bodywork was created from 0.8 mm and 1 mm thick aluminium sheets that were manually welded and beaten to shape during the reconstruction. Originally, both coupés were unique, featuring an anodised finish. On the track, however, this surface treatment failed to demonstrate any benefit, and so both cars were painted red in the middle of the 1962 season. The elaborate project to completely reconstruct the vehicle required numerous smaller components to be sourced that were identical to the parts used in production vehicles at the time. The outer door handles of the coupé, for example, were the same as those on the Škoda 1200 ‘Sedan’, and some switches and the ignition lock were also used in the Škoda 440 ‘Spartak’ and the Octavia. The three-spoke steering wheel finished in black plastic was adopted from the Škoda Popular, the bestseller from the pre-war period.
Final car on the stand was even more unusual, a Skoda Hispano-Suiza. The Škoda Hispano-Suiza 25/100 KS limited series was worldwide one of the most advanced cars of its time. The prestige of the licensed vehicle was enhanced by Škoda’s uncompromising emphasis on the quality of materials and workmanship. With the in-line eight-cylinder Laurin & Klement FF the Mladá Boleslav-based car company entered the automotive top category as early as 1907. From 1924 onwards, the flagship model was the L&K 450, a five-liter six-cylinder with silent valve timing. When a devastating fire hit the carmaker shortly afterwards, negotiations to bring in a strong strategic partner were precipitated in 1924 – a role that the Škoda engineering and armaments concern based in Pilsen then assumed in 1925. The company’s local automotive department had produced mainly military specials from 1919 onwards, before licensed commercial vehicles were added in 1924: the electro-petrol Tilling-Stevens and Sentinel steam locomotives. Already on November 10, 1924, Karel Loevenstein, by that time General Manager of Škoda Pilsen, decided to start the licensed production of the Hispano-Suiza H6B luxury passenger car. Škoda Pilsen already produced aircraft engines of this company, which had its production plants in France and Spain (hence Hispano) and was headed by a Swiss (Suiza) chief designer. The car featured a rigid ribbed chassis frame with a generous wheelbase of 3690 mm. Of particular note was the OHC petrol engine with six cast iron cylinder liners in an aluminum block. Regardless of cost, the crankshaft, housed in seven bearings, was machined from a 350kg forging to the resulting 45kg. The carefully balanced engine delivered 100 hp at 1,600 rpm and 135 hp at 3,000 rpm for a short time. Approximately two tons, over two meters high and more than five meters long, the colossus reached speeds of over 120 km/h. The average consumption of 20-25 liters per 100 km was quite adequate at that time and the mechanical brakes were extremely reliable. Furthermore, the progressive booster used the kinetic energy of the vehicle. In mid-September 1926, the management of Hispano-Suiza undertook a comparison of their version with the licensed Škoda car and found the Czech production to be superior in many respects, including more accurate shifting and steering. The Pilsen factory did not have its own body shop, so the complete chassis of more than half of the total of 100 units were assembled by the plant in Mladá Boleslav. The remaining units were manufactured at independent companies such as Aero, Brožík, J. O. Jech, Petera (current Škoda Auto plant in Vrchlabí), Pokorný & Beiwl or Uhlík. One third of the cars produced were exported to Turkey and Argentina in addition to European countries. The delivery certificate for the first of these vehicles bears the date 10 May 1926, and the special limousine served President Tomáš Garrigue Masaryk for almost ten years. Only a handful of Škoda Hispano-Suiza cars have survived to this day. Among the most attractive is the exhibit of the Škoda Museum. The chassis is bearing the serial number 469 and the vehicle is fitted with engine No. 1181. It was completed in Pilsen on May 4, 1928. The renowned Prague coachbuilder J. O. Jech, operating in Prague, near the National Theatre in Karolína Světlá Street, handed over the complete car to the thriving Association of Czechoslovak Sugar Refineries on September 22, 1928. Its president, Robert Mandelík (1875-1946), an industrialist, financier and mayor of Ratboř near Kolín, used the Škoda Hispano-Suiza until the mid-1930s. As was customary at the time, older robust chassis with powerful engines enabling high speeds were adapted to firefighting vehicles, in this case during the Second World War for the Corps in Katowice near Strakonice. In the 1970s the car was bought by a Slovak collector. The next owner, this time from Prague, started a demanding ten-year renovation in 1995. The famous artist Václav Zapadlík designed a creation in the style of J. O. Jech on the original chassis with the original front part of the body. Subsequently, the car changed the owner twice more, and has been part of the Škoda Museum’s collections since 2010. In August 2019, a demanding restoration project began. Based on a thorough search of archival materials the aim was to consistently restore the car to its original form. Major defects were discovered on the engine and other components and faulty repairs carried out in the past were corrected. The icing on the cake are the faithful replicas of the First Republic registration plates Č-26.960. The professionally restored Škoda Hispano-Suiza will be presented to the public at the Techno Classica trade fair in Essen on April 12-16, 2023.
STANGUELLINI
Although racing cars were the core of the business, Stanguellini did produce some road cars as well, of which the best example is this Berlinetta, which appeared in 1947. This was a Bertone bodied four-seat berlinetta. using familiar Fiat 1100 parts in a tubular chassis. Later it was also offered with a 1,500 cc engine. Around 100 were made.
TALBOT-LAGO
Anthony Lago, the famous Patron of Automobiles Talbot, considered that participation in motor racing and the construction of leisure vehicles were inseparable. In his view, cars designed for competition should have a sports version that was accessible to customers. As a result, the company became renowned for its racing-derived powertrains. The T150C, launched in 1937, derived from this vision, and was the symbol of the racing car adapted to a broader clientele. Of course, this car was always as sporty as Talbot wanted its models to be. Its 6-cylinder, 3,996 cm3 engine could reach speeds of up to 185 km/h. The example offered for sale here was acquired new by Monsieur Fayet, an industrialist in Saint Etienne, on the occasion of the 1937 Salon de l’Auto. It was most probably exhibited at the Salon, as indicated by the date of first registration on the current Carte Grise: November 16, 1937, and the corked cylinder head cover, exclusive to Salon cars. At the end of the ’40s, Monsieur Fayet decided to give the car a “facelift” by modifying the grille and bumpers. He had a small collection of sports cars, all in red. In the 50s, one of his sons borrowed one of them and lost his life at the wheel. Monsieur Fayet decided to have all his cars repainted black. The roadster changed colour from bright red to the darkest black. Mr Bruno Dalmas is the second owner. A masonry contractor and collector of vintage vehicles, he met Monsieur Fayet in the 1960s. The T150C had been abandoned in a shed, sitting on candles and covered in dust. It took him around ten years to convince Monsieur Fayet to sell it to him, which finally happened in 1977, 40 years after its first appearance at the Paris Motor Show. Monsieur Dalmas in turn sold it to the current owner in 2018, 41 years after taking it out of Monsieur Fayet’s hangar. By his own admission, he didn’t drive the car more than 500 km during this period, but he had it put back on the road and repainted in red and black, the two colors that had been his for the first forty years of its life. Today, the car is in beautiful original condition and its mechanics have been completely overhauled.
TRACTORS
Displayed outside, right by the entrance to the Show were a series of vintage tractors, and these made for a colourful sight. These were generally models that would be unfamiliar to British eyes, comprising Deutz, Farmall, HSCS and a number of Renaults.
TEUF-TEUF
This year all the cars on the “Teuf Teuf” stand were old Renaults.
TOURING
Hailing from Italian coachbuilder Touring, this is the Superleggera Aero 3, a restyled, limited-run take on the Ferrari F12 Berlinetta. The Milanese firm, known for the radically styled Alfa Romeo Disco Volante and Mini Superleggera Vision, says the new arrival is “the latest in a design concept that hails back to their historic role in developing the science of automotive aerodynamics”, and its motto – “weight is the enemy, air resistance the obstacle” – has underpinned its development. The carbonfibre-bodied Aero 3 retains the overall silhouette of the F12 but has been completely redesigned, taking inspiration from mid-20th century Italian coachbuilders and 1930s race cars. Touring says each of the 15 cars being built will take more than 5000 hours to complete. The car receives a completely new front end, dominated by a unique trapezoidal centre grille and a pair of prominent air intakes. The bonnet does away with the F12’s trademark central air scoop in favour of a more aggressive intake design, while a heavily redesigned side profile incorporates large ducts that channel air along the car from extractors in the front wheel arches. The most obvious addition is a large ‘sharkfin’ that runs down the centre of the car’s rear end, paying homage to Carozzeria Touring’s pioneering wind-tunnel development work in the “golden days” of Italian coachbuilding. Head of design Louis de Fabribeckers called the fin a “very natural extension of the teardrop shape of the passenger compartment” and added that, although it plays no active aerodynamic role, it “evokes Touring’s aerodynamics legacy from the 1930s onward”. The F12’s underpinnings, including its aluminium spaceframe chassis, 730bhp 6.3-litre V12 engine and entire electrical system, are carried over unaltered, but a switch from aluminium to carbonfibre for the body panels has shaved nearly 150kg from the kerb weight, despite a near-200mm increase in length. Like the F12, the Aero 3 is claimed to hits 62mph from rest in 3.1sec and reach a top speed of 211mph. The first example to be completed, shown here, is finished in the same shade of Stratosphere Red applied to the Disco Volante from 2013. This also features as a secondary colour in the cabin, which has been upgraded with aluminium and carbonfibre trim details and Foglizzo leather upholstery. The debut model wears race number 19 in reference to the Touring-bodied Alfa Romeo 8C 2900 B LM Coupé Berlinetta Aerodinamica that raced at Le Mans in 1938. Touring hasn’t published pricing details but says that costs will vary because “each car can be trimmed and fitted to the buyer’s individual preferences”. Buyers will receive their Aero 3 six months after handing over a standard F12
TRIUMPH
By the mid 1960s, money was tight, so when it came to replacing the TR4 and TR5 models, Triumph were forced into trying to minimise the costs of the redesign, which meant that they kept the central section of the old car, but came up with new bodywork with the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. The resulting design, which did look modern when it was unveiled in January 1969 has what is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs of the era. All TR6 models featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the case for the US-only TR250 engine. Like the TR5, the TR6 was fuel-injected for other world markets including the United Kingdom, hence the TR6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, the non-US TR6 variant was detuned to 125 bhp for it to be easier to drive, while the US variant continued to be carburetted with a mere 104 hp. Sadly, the Lucas injection system proved somewhat troublesome, somewhat denting the appeal of the car. The TR6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided “long legs” for open motorways. TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tyres, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential. Some say that the car is one of Leyland’s best achievements, but a number of issues were present and remain because of poor design. As well as the fuel injection problems, other issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Despite the reliability woes, the car proved popular, selling in greater quantity than any previous TR, with 94,619 of them produced before production ended in mid 1976. Of these, 86,249 were exported and only 8,370 were sold in the UK. A significant number have since been re-imported, as there are nearly 3000 of these much loved classics on the road and a further 1300 on SORN, helped by the fact that parts and services to support ownership of a TR6 are readily available and a number of classic car owners’ clubs cater for the model.
VOLKSWAGEN
Production of an open-topped Type 1 Beetle Cabriolet began in 1949. The convertible was more than a Beetle with a folding top. To compensate for the strength lost in removing the roof, the sills were reinforced with welded U-channel rails, a transverse beam was fitted below the front edge of the rear seat cushion, and the side cowl-panels below the instrument panel were double-wall. In addition, the lower corners of the door apertures had welded-in curved gussets, and the doors had secondary alignment wedges at the B-pillar. The top was cabriolet-style with a full inner headliner hiding the folding mechanism and crossbars. In between the two top layers was 1 in (25 mm) of insulation. The rear window was tempered safety glass, and after 1968, heated. Due to the thickness of the top, it remained quite tall when folded. To enable the driver to see over the lowered top, the inside rearview was mounted on an offset pivot. By twisting the mirror 180 degrees on a longitudinal axis, the mirror glass would raise approximately 2 in (5.1 cm). The convertible was generally more lavishly equipped than the sedan with dual rear ashtrays, twin map pockets, a visor vanity mirror on the passenger side, rear stone shields, and through 1969, wheel trim rings. Many of these items did not become available on other Beetles until the advent of the optional “L” (Luxus) Package of 1970. After a number of stylistic and technical alterations made to the Karmann cabriolet, corresponding to the many changes VW made to the Beetle throughout its history, the last of 331,847 cabriolets came off the production line on 10 January 1980.
Related to the Beetle was this nice example of the Type 1, or sometimes known as Type 14, Karmann Ghia Cabrio. The model debuted at the October 1953 Paris Auto Show as a styling concept created for Ghia by Luigi Segre. In the early 1950s, Volkswagen was producing its economy car, the Type 1 (Beetle), but with an increase in post-war standards of living, executives at Volkswagen proposed adding a halo car to its model range, contracting with German coachbuilder Karmann for its manufacture. Karmann in turn contracted the Italian firm Ghia, who adapted styling themes previously explored for Chrysler and Studebaker to a Beetle floorpan widened by 12 in. Virgil Exner claimed that the design was his, based on the 1953 Chrysler D’Elegance. In contrast to the Beetle’s machine-welded body with bolt-on wings, the Karmann Ghia’s body panels were butt-welded, hand-shaped, and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers, resulting in the Karmann Ghia’s higher price. The design and prototype were well received by Volkswagen executives, and in August 1955 the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, and more than 10,000 were sold in the first year. The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14’s engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 60 hp. In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli, designer of the larger Type 34 model, oversaw the various restylings of the Type 14. In 1970, larger taillights integrated the reversing lights and larger wrap-around indicators. Still larger and wider taillights increased side visibility. In 1972, large square-section bumpers replaced the smooth round originals. For the USA model only, 1973 modifications mandated by the National Highway Traffic Safety Administration (NHTSA) included energy-absorbing bumpers. A carpeted package shelf replaced the rear seat. In late 1974 the car was superseded by the Porsche 914 and the Golf based Scirocco.
Centrepiece of the expansive VW stand was a display which celebrated the 50th anniversary of the VW Golf with one example from each of the eight generations on show.
There was also a version called Golf Country (7,735 cars built), co-manufactured by Steyr-Daimler-Puch in Austria, designed for medium off-road driving. It had more suspension travel, Syncro four-wheel drive, improved ground clearance of 21 centimetres (8.3 in), bullbars at front and rear (generally over a single headlight grille), a skid plate for protecting the engine area, sub-frame to protect the rear Syncro differential and propshaft and a spare wheel mounted externally on a swing-away triangular frame on the back. In Europe, it was offered with the 98 bhp 1.8 litre 8v 1P petrol engine. There were also: 1500 “Country Allround” designed to appeal to a wider public, made without the electric luxuries like electric and heated mirrors, leather steering wheel and bullbar without headlight grills, in relation to a more affordable price range; 558 ” Country – Chrompaket” with Chrome bullbars, Sliding sun roof, Engine and interior pre-heater and beige leather interior; and 50 “Country GTI” 114 bhp 1.8 GTI petrol engine, made only for Golf Country project VW-staff. The Golf Country was particularly popular in Alpine regions in central Europe.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc 24 bhp, air-cooled flat-four-cylinder ‘boxer’ engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 30 bhp in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 40 bhp engine debuted exclusively on the Type 2 in 1959. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available. The early versions of the T1 until 1955 were often called the “Barndoor” (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15″ roadwheels instead of the original 16″ ones are nowadays called the T1b (again, only called this since the 1990s, based on VW’s retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14″ roadwheels, and a 1.5 litre 42 bhp DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 51 bhp DIN with an 83 mm bore, 69 mm stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 litre engine for the 1967 model year, its power was increased to 54 bhp DIN. German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called “T1.5” and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm. Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname “Samba” or in Australia, officially “Alpine”. The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951. In the USA Volkswagen vans were informally classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof (the 23 window version had additional curved windows in the rear corners). To distinguish it from the normal Volkswagen van the name Samba was coined. Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps. Sambas were painted standard in two colours. Usually, the upper part was coloured white. The two colored sections were separated by a decorative strip. Further the bus had a so-called “hat”: at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1. When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.
There were a couple of examples of the Type 2 “Bus”, the second generation of VW’s versatile van range, first seen in late 1967. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or “Early Bay”), while models after 1972 are called the T2b (or “Late Bay”). This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 litres and 47 bhp DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components. The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 litre engine with dual intake ports on each cylinder head and was DIN-rated at 50 bhp. An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed “Low Lights”. 1972’s most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines. In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models. In the Type 2, the Type 4 engine, or “pancake engine”, was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines were 1.7 L, DIN-rated at 66 bhp with the manual transmission and 62 bhp with the automatic. The Type 4 engine was enlarged to 1.8 L and 67 bhp DIN for the 1974 model year and again to 2.0 L and 70 bhp DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped “Executive” model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilising a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service. In 1972, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The “VW” emblem on the front valance became slightly smaller. Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2’s design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.
Competing the other display on the VW stand, showing the lineage of the “Bus” was the latest retro-styled all-electric ID Buzz.
VOLVO
The Volvo 164 is a 4-door, 6-cylinder luxury sedan unveiled by Volvo at the Paris Motor Show early in October 1968 and first sold as a 1969 model. 146,008 164s were built before the car was succeeded by the mid-size luxury 264 in 1975, although some sources state 153,179 were built). The 164 was Volvo’s first venture into the luxury segment since the end of PV 60 production in 1950, and was the first six-cylinder Volvo since the PV800 last produced in 1958. Jan Wilsgaard designed what would eventually become the 164 in the late 1950s as a concept car called the P358 and powered by a V8 engine. The front styling somewhat resembles the Wolseley 6/99 and the Volvo P1900, more so by the Ferrari 375 Agnelli, which influenced the Jaguar XJ as well. In 1968 Volvo introduced the 164 as a luxury version of their 140 series. The wings, the grille, the front bumper, the bonnet, the headlamp bezels, and the front indicators were all unique to the 164; to accommodate the long 3-litre 6-cylinder engine the 164’s wings and bonnet were longer than those of the 4-cylinder 140, but the overall height and width of the 164 were the same as the 140 series. The interior featured a simulated woodgrain dashboard face and leather seating surfaces. Introduced the same year as the BMW E3, the 164 was Volvo’s answer to the Mercedes-Benz 250 and Jaguar XJ6. The 164 compared favourably in terms of fuel economy with similarly sized 6-cylinder European cars such as the BMW 530. in 1972 an update saw the introduction of fuel injection to the 164 with the B30E (high compression) and B30F (low compression) engines which utilised Bosch D-Jetronic injection. Also for 1972 the dash was slightly revised with he introduction of a centre console and some of the dash switches, as well as the clock, were moved to it as well as being redesigned. The flush mounted pull style door handles also appeared for the 1972 model year. In 1973 the 164 received a major facelift including new rear and side lamps, a new grille and front bumper, and a new instrument cluster and dashboard which included air ducts. In 1974 the doors were revised and strengthened and the vent wings were eliminated due to the panel vents introduced in 1973, and the 164 became one of the earliest cars to offer heated seats. The instrument cluster changed slightly with the introduction of the bulb failure indicator and the fuel gauge received revised markings with the 1/2 mark moved to the centre of the gauge and the red reserve section shrinking significantly. Underneath, the floor pan was revised and the fuel tank was moved from the boot floor to closer to the rear axle for better protection in the case of an accident. A limited edition of the 164, the 164TE was made only in 1974 and only for 3 markets, Great Britain, Germany and Australia. The 164TE had extra accessories fitted as standard, being air conditioning, 4 speaker 8 track player with radio, headlight wipe/wash system, rear head rests, rear reading lamps and a fully carpeted boot with lighting. This more upmarket version was only available in 3 colours, being metallic light blue (colour 111), metallic copper (colour 105) and metallic teal (colour 115). For 1975 (1976 in America and Japan) the 164 was replaced by the 264 which was powered by the PRV 2.7-liter V6 engine. The PRV engine was not immediately able to meet Federal emissions standards, so the 164 was kept in limited production for one more year for the American and Japanese markets – although only small numbers were sold. The 164 received new, larger six-panel rear lamps sometime during the 1975 model year, electronic ignition, new seats, electric windows in the front, a new style of badging, extensive changes to the rear suspension, and the parking brake handle was moved from outboard to inboard of the driving seat.
The Volvo C70 is a two-door, four-passenger sports GT manufactured and marketed by Volvo Cars from 1996 to 2013 across two generations. The first generation (1996–2005) was available as both a coupé (1996–2002) and softtop convertible (1997–2005). The second generation (2006–2013) was available as a retractable hardtop convertible. Volvo debuted the first generation C70 at the 1996 Paris Motor Show, and introduced it in Europe as a 1997 model, and a year later as a 1998 model in North America — with 2.0 (sold mostly in Italy), a low-pressure turbo (2.4L) and a high-pressure turbo (2.0L and 2.3L), 5-cylinder, turbocharged petrol engines and manual and automatic transmissions. Ian Callum designed the exterior and Mexican designer Jose Diaz de la Vega led the interior design team. The C70 broke Volvo’s decades-long styling tradition of boxy, rectilinear designs and was Volvo’s first luxury coupe since the 780. According to a tongue-in-check remark made by Peter Horbury, Volvo’s design chief from 1991 to 2002, with the C70, Volvo “kept the toy, and threw away the box!” “Our vision was to design a convertible that would meet the needs of a family of four looking for comfortable blue-sky motoring in a vehicle also providing stylish looks, performance and faultless driving and road-holding.” In a development program of 30 months and working with a Volvo 850-derived platform, Britain’s TWR (Tom Walkinshaw Racing) co-designed the car’s basic design and suspension tuning with Volvo. Manufacture of the C70 was a joint venture until the two companies experienced disputes that threatened to interrupt production; TWR did not contribute to the second generation C70. Volvo’s first modern convertible, the C70 was manufactured in Uddevalla, Sweden on an assembly line separate from the 70-series sedan and station wagon. The four-passenger convertible featured an electrically heated glass rear window; automatic (pop-up) rollover hoops system, marketed as ROPS; seat belt pre-tensioners; A-pillars reinforced with boron steel; front and side airbags; and a safety cage — a horseshoe-like structure around the passenger compartment. The cloth convertible top, initially available in four colours, was fully automatic, operated by a single, dashboard-mounted control. The top stored automatically under an integral rigid tonneau cover, using a system pioneered in modern convertibles with the fourth generation Mercedes SL. The C70 convertible exhibited two negative traits endemic to convertibles: poor rear visibility and pronounced scuttle shake, a characteristic where the structural design of the bulkhead between the engine and passenger compartments of a convertible suffers sufficiently poor rigidity to negatively impact ride and handling — and allow noticeable vibration, shudder or chassis-flexing into the passenger compartment. Early special editions featured two-tone leather interior with wood trim and a SC-901 (1998) Dolby Pro Logic I stereo with 3-disc integrated changer unit (via a cartridge) 400 watts of power and 11 high end Dynaudio speakers. The C70, was introduced to the press in a signature colour (saffron pearl metallic) and for the debut marketing, the 1997 film The Saint featured a C70 — recalling the notable connection of the Volvo P1800 and the television series from the early 1960s, The Saint with Roger Moore as Simon Templar. The total number of cars produced with the signature saffron pearl metallic paint was reportedly 145. There was no 2005 model C70 in North America, the 2004 left over models were sold into 2005 there. 72,000 first generation C70s were produced in the seven years up to 2006, fewer than 50,000 were convertibles.
WOLSELEY
Released in 1961 as more luxurious versions of the Mini, both the Wolseley Hornet and the Riley Elf had longer, slightly finned rear wings and larger boots that gave the cars a more conventional three-box design. The wheelbase of the Elf and Hornet remained at 2,036 mm (80.2 in), whereas the overall length was increased to 3.27 m (10.7 ft). This resulted in a dry weight of 638 kg (1,407 lb)/642.3 kg (1,416 lb) (rubber/hydrolastic suspension) for the Elf and 618 kg (1,362 lb)/636.4 kg (1,403 lb) for the Hornet. Front-end treatment, which incorporated each marque’s traditional upright grille design (the Hornet’s grille with a lit “Wolseley” badge), also contributed to a less utilitarian appearance. The cars had larger-diameter chrome hubcaps than the Austin and Morris Minis, and additional chrome accents, bumper overriders and wood-veneer dashboards. The Riley was the more expensive of the two cars. The name “Wolseley Hornet” was first used on 1930s saloon, coupé, sports and racing cars, while the name “Elf” recalled the Riley Sprite and Imp sports cars, also of the 1930s (Riley’s first choice of name “Imp” could not be used as Hillman had registered it). The full-width dashboard was a differentiator between the Elf and Hornet. This dashboard was the idea of Christopher Milner the Sales Manager for Riley. Both the Riley Elf’s and Wolseley Hornet’s bodies were built at Fisher & Ludlow under their “Fisholow” brandname. Plates in the engine compartment on the right side fitch plate bear evidence of this speciality. Very early Mark I versions of both cars (e.g. press photo of 445MWL) had no overriders on the bumpers and a single piece front wing (A-panel and wing in one piece, no outside seam below scuttle panel) that was soon given up again, allegedly due to cost. The Elf’s and Hornet’s special bumper overriders first appeared in 1962. Early production Mark I’s also had a combination of leather and cloth seats (Elf R-A2S1-101 to FR2333, Hornet W-A2S1-101 to FW2105) whereas all later models had full leather seats. Mark I models were equipped with single leading shoe brakes on the front. In 1966 the Heinz food company commissioned, from Crayford Convertibles (Crayford Engineering), 57 convertible Hornets to be given as prizes in a UK competition. Many are still on the road as of 2020. Both the Elf and the Hornet went through three engine versions. Initially, they used the 848 cc 34 bhp engine (engine type 8WR) with a single HS2 carburettor, changing to a single HS2 carburettor 38 bhp version of the Cooper’s 998 cc power unit (engine type 9WR) in the Mark II in 1963. This increased the car’s top speed from 71 to 77 mph (114 to 124 km/h). Therefore, Mark II cars also came with increased braking power in the form of front drum brakes with twin leading shoes to cope with the increased power output. Both Mark I and Mark II featured four-speed gearboxes (three synchromesh gears) with the original, long gear lever, a.k.a. “magic wand” type. Automatic gearboxes became available on the Mark II in 1965 as an option. The Mark III facelift of 1966 brought wind-up windows and fresh-air fascia vents. Concealed door hinges were introduced two years before these were seen on the mainstream Mini. The gear selecting mechanism was updated to the “Cooper” type, (which also gave a welcome increase in engine location due to the remote housing extension being directly bolted onto the back of the differential housing) as seen on Mini 1000 cars of the time. The 850s retained the “magic wand”. Automatic gearboxes were available to the Mark III in 1967 again. Full-four synchromesh gearing was eventually introduced during 1968. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built. Production of both models ceased in late 1969.
AUTOMOBILIA
You could spend most of the day looking at the various stands offering automobilia, and art work, and these occupy a significant proportion of Hall 1 and there are more elsewhere in the event. There are lots of stand with amazing displays of model cars which must take ages to set up, but which are fabulous to look at. You get quite a good impression of just how vast the displays are when you look down on Halle 1 from the gallery that connects it to the rest of the show.
I’ve attended most of the Retromobile events in the past decade and always enjoyed them. Apart from the crowding which was actually quite a problem for a large part of the day, in many ways this was the best yet – something I have said almost every year that I attend. Although there are plenty of cars here which are familiar and which you will see at other classic car shows, there are always plenty that are not familiar and that I’ve not seen before, and which required a fair amount of follow-up research when producing this report. The selection of special displays every year is always inspirational, not going just for the obvious. And that is what makes this such a special event and one not to miss. The 2025 dates are already announced, as the 5th – 9th February. I plan to be there.