After several years of very successful and hugely popular Breakfast meets, held on either a Saturday or Sunday, depending on venue availability, the Bristol-based Queen Square (QS) Car Club decided to experiment by adding a mid-week evening event to the calendar, as it was noted that the large number of these which take place all over the country in those months when it is still light and usually warm, prove very popular. The QS event was also very popular, so a couple of them were added to the 2023 calendar, and they have made a return in 2024. Timed to be roughly half way between the weekend meets, the idea is that although they start before everyone might have finished work, they run for long enough that there will be plenty to see for a good couple of hours before the light starts to fade or hunger pangs kick in. I duly put them in my diary, though the April looked imperilled by the fact that I had a three day education even out of the country which included the Thursday on which this event was scheduled. Thankfully, my flight was on time, and the traffic was such that I made it back from Heathrow to be able to get along and see who else and what cars were there. Here is what I saw:

ABARTH

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

AC

Genuine AC Cobra models are few and far between, but almost since the end of their very limited production, there have been numerous companies producing replicas, and many of these are almost indistinguishable from the real thing, even though most do have contemporary mechanical parts. The car seen here is an AK 427 produced by the Peterborough-based firm of AK Sportscars. They offer kits that recreate the legendary AC Cobra, such as this car, the Jaguar XKSS and the Ford GT40. They have three options for their AK 427 and choosing between them will depend on a number of factors including budget, the amount of time you have to spare and the amount of space you have in which to build your car. The choices start with the basic body and chassis kit for which there are three options. The “Standard” body/chassis kit is based on the early Jaguar XJ6/S running gear with the inboard rear brakes.  Or the popular “Generation II ” body/chassis kit which is based on the later Jaguar XJ40 running gear which have the outboard rear brakes, or the latest ” Generation III SUPALITE” body/chassis kit which is also based on the Jaguar XJ40 but has a stiffer more tubular chassis and the bonus of over 100 kg weight saving over the Generation II Kit.. The company also offers a ”Factory built Rolling Chassis” for the Generation II / III which gets you off to a flying start!

ALFA ROMEO

Sole Alfa of note was this example of the still-current Giulia.

ASTON MARTIN

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

Also here was the V12-engined DBS Superleggera, top of the “regular” range.

AUDI

The Audi S1 was Audi’s smallest S model car and a performance version of the Audi A1. The first variant (Typ 8X, produced from 2014 to 2018) has 228 hp derived from the Volkswagen group’s EA888 2.0 litre turbo four cylinder, and on demand Haldex Quattro four-wheel-drive. The 3-door S1 accelerates from 0-62 mph (0-100 km/h) in 5.8 seconds whereas the 5-door ‘Sportback’ variant takes 0.1 second longer at 5.9 seconds. Both models have an electronically limited top speed of 155 mph (250 km/h).

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

This is the second generation R8. Launched at the 2015 Geneva Motor Show and is based on the Modular Sports System platform shared with the Lamborghini Huracan. The development of the Type 4S commenced in late 2013 and was completed in late 2014. Initial models included the all-electric e-Tron and the V10 5.2 FSI along with the V10 plus. Unlike its predecessor, there was no manual transmission available and the entry-level V8 trim was also dropped. In 2016, the convertible (Spyder) variant was added to the line up which was initially available in the base V10 trim. In mid-2017, the high performance V10 plus Spyder was added to the range. A rear-wheel-drive model called the R8 RWS was introduced. In 2018, the R8 received a mid-cycle refresh with mechanical and exterior changes. The newer and more aggressive design language carried over from famous Audi models of the past and its appearance is slightly more angular up front. Some of the aerodynamic features such as the front aeroblades are shared with the Lamborghini Huracàn. The refreshed model had substantial performance improvements over its predecessor. The base R8 got a power boost from 532 hp to 562 hp, while the V10 Plus was renamed V10 Performance Quattro and the engine saw a power increase by 10 hp,  now up to 612 hp. It remains a current model.

AUSTIN HEALEY

Known officially as the Sprite, it was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year’s Monaco Grand Prix. It was intended to be a low-cost model that “a chap could keep in his bike shed”, yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down. It was produced for a little over 3 years before being replaced by a Mark 2 version, which was then joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as “Spridgets.” The first Sprite quickly became affectionately known as the “frogeye” in the UK and the “bugeye” in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car’s designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker’s emigration to the US in 1957. The car’s distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport.  The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey’s chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell’s floor pan. The Sprite’s chassis design was the world’s first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at MIRA (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment. The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 and Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8 inch SU carburettors which gave it 43 hp at 5200 rpm and 52 lb/ft at 3300 rpm. When tested by “The Motor” magazine  in 1958. It had a top speed of 82.9 mph and could accelerate from 0-60 mph in 20.5 seconds. Fuel consumption of 43 mpg was recorded. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage. The BMC Competition Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally. Private competitors also competed with much success in Sprites. Because of its affordability and practicality, the Austin Healey Sprite was developed into a formidable competition car, assuming many variants by John Sprinzel, Speedwell and WSM. The Sebring Sprite became the most iconic of the racing breed of Austin Healey Sprites. Many owners use their Austin Healey Sprites in competition today, fifty years after its introduction. 48,987 “frogeye” Sprites were made and the car remains popular to this day.

CHEVROLET

First seen in 1963, this Corvette model introduced us to the name Sting Ray. It  continued with fibreglass body panels, and overall, was smaller than the first generation. The car was designed by Larry Shinoda with major inspiration from a previous concept design called the “Q Corvette,” which was created by Peter Brock and Chuck Pohlmann under the styling direction of Bill Mitchell. Earlier, Mitchell had sponsored a car known as the “Mitchell Sting Ray” in 1959 because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and did not give away what the final version of the C2 would look like. The third inspiration was a Mako Shark Mitchell had caught while deep-sea fishing. Production started for the 1963 model year and ended in 1967. The 1963 model was the first year for a Corvette coupé and it featured a distinctive tapering rear deck (a feature that later reappeared on the 1971 “Boattail” Buick Riviera) with, for 1963 only, a split rear window. The Sting Ray featured hidden headlamps, non-functional bonnet vents, and an independent rear suspension. Corvette chief engineer Zora Arkus-Duntov never liked the split rear window because it blocked rear vision, but Mitchell thought it to be a key part of the entire design. Maximum power for 1963 was 360 bhp, raised to 375 bhp in 1964. Options included electronic ignition, the breakerless magnetic pulse-triggered Delcotronic first offered on some 1963 Pontiac models. On 1964 models the decorative bonnet vents were eliminated and Duntov, the Corvette’s chief engineer, got his way with the split rear window changed to a full width window. Four-wheel disc brakes were introduced in 1965, as was a “big block” engine option: the 396 cu in (6.49 litre) V8. Side exhaust pipes were also optionally available in 1965, and continued to be offered through 1967. The introduction of the 425 bhp 396 cu in  big block in 1965 spelled the beginning of the end for the Rochester fuel injection system. The 396 cu in option cost $292.70 while the fuel injected 327 cu in (5.36 litre) engine cost $538.00. Few people could justify spending $245.00 more for 50 bhp less, even though FI could deliver over 20 mpg on the highway and would keep delivering fuel despite high G-loading in corners taken at racing speeds. Another rare ’63 and ’64 option was the Z06 competition package, which offered stiffer suspension, bigger, multi-segment lined brakes with finned drums and more, only a couple hundred coupes and ONE convertible were factory-equipped this way in 1963. With only 771 fuel-injected cars built in 1965, Chevrolet discontinued the option at the end of the ’65 production, having introduced a less-expensive big block 396 engine rated at 425 hp in the middle of the production year and selling over 2,000 in just a few months. For 1966, Chevrolet introduced an even larger 427 cu in  7 litre Big Block version. Other options available on the C2 included the Wonderbar auto-tuning AM radio, AM-FM radio (mid-1963), air conditioning (late-1963), a telescopic steering wheel (1965), and headrests (1966). The Sting Ray’s independent rear suspension was successfully adapted for the new-for-1965 Chevrolet Corvair, which solved the quirky handling problems of that unique rear-engine compact. 1967 was the final year for the C2 generation. The 1967 model featured restyled bumper vents, less ornamentation, and back-up lamps which were on the inboard in 1966 were now rectangular and centrally located. The first use of all four taillights in red started in 1961 and was continued thru the C-2 line-up except for the 1966. The 1967 and subsequent models continuing on all Corvettes since. 1967 had the first L88 engine option which was rated at 430 bhp, but unofficial estimates place the actual output at 560 bhp or more. Only twenty such engines were installed at the factory. From 1967 (to 1969), the Holley triple two-barrel carburettor, or Tri-Power, was available on the 427 L89 (a $368 option, on top of the cost for the high-performance 427). Despite these changes, sales slipped over 15%, to 22,940 – 8,504 coupes and 14,436 convertibles.

FORD

The Capri Mk III was referred to internally as “Project Carla”, and although little more than a substantial update of the Capri II, it was often referred to as the Mk III. The first cars were available in March 1978, but failed to halt a terminal decline in sales. The concept of a heavily facelifted Capri II was shown at the 1976 Geneva show: a Capri II with a front very similar to the Escort RS2000 (with four headlamps and black slatted grille), and with a rear spoiler, essentially previewed the model some time before launch. The new styling cues, most notably the black “Aeroflow” grille (first used on the Mk I Fiesta) and the “sawtooth” rear lamp lenses echoed the new design language being introduced at that time by Ford of Europe’s chief stylist Uwe Bahnsen across the entire range. Similar styling elements were subsequently introduced in the 1979 Cortina 80, 1980 Escort Mk III and the 1981 Granada Mk IIb. In addition, the Mk III featured improved aerodynamics, leading to improved performance and economy over the Mk II and the trademark quad headlamps were introduced. At launch the existing engine and transmission combinations of the Capri II were carried over, with the 3.0 S model regarded as the most desirable model although the softer, more luxurious Ghia derivative with automatic, rather than manual transmission, was the bigger seller of the two V6-engined models. Ford began to focus their attention on the UK Capri market as sales declined, realising the car had something of a cult following there. Unlike sales of the contemporary 4-door Cortina, Capri sales in Britain were to private buyers who would demand less discounts than fleet buyers allowing higher margins with the coupé. Ford tried to maintain interest in 1977 with Ford Rallye Sport, Series X, “X Pack” options from the performance oriented RS parts range. Although expensive and slow selling these proved that the press would enthusiastically cover more developed Capris with higher performance. In early 1982, the Essex 3.0 V6 which had been the range topper since September 1969 was dropped, while a new sporty version debuted at the Geneva Motor Show, called the 2.8 Injection. The new model was the first regular model since the RS2600 to use fuel injection. Power rose to a claimed 160 PS, even though tests showed the real figure was closer to 150 PS, giving a top speed of 210 km/h (130 mph), but the car still had a standard four-speed gearbox. The Capri 2.8 Injection breathed new life into the range and kept the car in production 2–3 years longer than Ford had planned. The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim. A more substantial upgrade was introduced in 1984 with the Capri Injection Special. This development used half leather seating and included a limited slip differential. Externally the car could be easily distinguished by seven spoke RS wheels (without the customary “RS” logo since this was not an RS vehicle) and colour-coded grille and headlamp surrounds. At the same time the 2.0 Capri was rationalised to one model, the 2.0 S, which simultaneously adopted a mildly modified suspension from the Capri Injection. The 1.6 model was also reduced to a single model, the 1.6 LS. The car was finally deleted at the end of 1986, 1.9 million cars having been made over 18 years, and having been sold only in the UK for the final months of production.

The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993. It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was “Project Toni”. Its name came from the Spanish word for mountain range. The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham, shortly followed by the Salon de l’Automobile in Paris on 30 September 1982. Sales started on 15 October 1982, replacing the Ford Taunus TC3 (UK: Ford Cortina Mark V). Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Taunus’s/Cortina’s replacement. This was also due to the fact that the Sierra was not available as a saloon, in contrast to the Taunus/Cortina. A saloon model debuted in 1987 with the introduction of the facelifted Sierra. It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand. By 1978, Ford Europe was working on a new mid-range model to replace the Cortina/Taunus during the early 1980s, working under the codename “Project Toni”. Although still popular with buyers, the outgoing Cortina/Taunus was essentially a 12-year old design by the time of the Sierra’s launch; despite the TC2 shape launching in 1976, and the mildly reworked TC3/Mk5 three years later, both were merely a reskinned version of the 1970 TC/Mk3 with few major mechanical changes in that time. Ford’s future model policy and styling direction had already been shown with the Escort III two years earlier, in that its conventionally styled saloons of the 1970s would be replaced by hatchbacks with advanced aerodynamic styling. Ford had confirmed during 1981, a year before the Sierra’s official launch, that its new mid-range car would carry the Sierra name, signalling the end of the Taunus and Cortina nameplates after 43 years and nine generations respectively 20 years and five generations. In September that year, it had unveiled the Probe III concept car at the Frankfurt Motor Show, hinting at what the new car would look like when the final product was unveiled 12 months later. At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line three-box styling of the Taunus/Cortina, and it was nicknamed “the jellymould”. The shape served a purpose though, producing a drag coefficient of 0.34, a significant improvement over the boxy outgoing Taunus’s/Cortina’s 0.45. This aerodynamic design was key for reducing fuel consumption according to Ford, and was even used as compensation for the V6-engines. The interior was more conventional, although Ford took a page from BMW by angling the centre of the dashboard towards the driver. Sales were slow in the first months – the situation being exacerbated by heavy discounting by Ford dealers of surplus Cortina stock from the autumn of 1982 onwards, with more than 11,000 new Cortinas being registered in 1983. However in 1983, its first full year of sales, the Sierra managed nearly 160,000 sales in Britain, outsold only by the smaller Escort. Ford had also launched the more conservatively designed Escort-based Orion saloon that year, which found favour with buyers who would otherwise have been the Sierra’s target customers. In West Germany, it was proving very popular from an early stage; within months of its launch, it was reportedly achieving treble the number of sales that the Taunus had been attaining – though in West Germany, the Taunus had not been quite as popular or iconic as its Cortina equivalent had been in Britain. It was later in the Sierra’s life that the styling began to pay off; ten years after its introduction, the Sierra’s styling was not nearly as outdated as its contemporaries, even though all major competitors were newer designs, though the Sierra had been tweaked on several occasions and many new engines had been added. The most notable changes came at the autumn of 1987, with a major facelift and the addition of a 4-door saloon (UK: Sapphire). As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal. At its peak, it was Britain’s second best selling car in 1983, 1988 and 1989, and was still Britain’s fifth best selling car in 1992. Its best year was 1989, when more than 175,000 were sold. However, it was outsold by the Vauxhall Cavalier in MK2 form during 1984 and 1985, and then from 1990 until its demise by the MK3 Cavalier. Nevertheless, it comfortably outsold its second key rival, the Austin Montego, which was launched in April 1984. Between 1985 and 1988, the Sierra faced fresh competition in Europe from the likes of the Renault 21 and Peugeot 405, while Japanese carmaker Nissan was producing its Bluebird model in Britain from 1986. Early versions suffered from crosswind stability problems, which were addressed in 1985 with the addition of “strakes” (small spoilers) on the rear edge of the rubber seals of the rear-most side windows. These shortcomings saw a lot of press attention, and contributed to early slow sales, when it was outsold by its key rival the Vauxhall Cavalier in 1984 and 1985. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn’t be “read” to interpret major damage) also harmed the car’s reputation. This reached near-hysterical heights in its early months on sale, with UK press making a report that Ford would reintroduce the previous Cortina model out of desperation. These reports were swiftly denied by Ford. However, sales began to rise during 1983, and it finished as Britain’s second best selling car behind the Escort. After being outsold by the Cavalier for the next two years, it regained its lead of the market sector in Britain during 1986, and a refreshed range (with more engine options as well as the introduction of a saloon) enjoyed a surge in sales from 1987, though the MK3 Cavalier finally outsold it in 1990. Even in 1992, the Sierra was still Britain’s fifth best selling car. It was nicknamed “the salesman’s spaceship” on account of its status as a popular fleet car in Britain. In contrast to the Sierra’s groundbreaking exterior design, its drivetrain was conservatively engineered, retaining rear-wheel drive and the same engines and transmissions as the Cortina/Taunus which were effectively 12 years old as they were first used on the TC1/MkIII generation in 1970. Much of this was done to appease the important fleet market which was wary of complexity. However, there was much modification; for example the engines were fitted with breakerless ignition, improved carburettors and the option of fuel injection, whilst 5-speed transmissions were now available. Most competitors were already switched to front-wheel drive around that time. Ford claimed however this set-up was required to offer V6-engines, which had to contribute to the Sierra’s driving comfort. New for the Sierra was a diesel engine, although the engine itself wasn’t new at all. Similar to the Ford Granada, Ford used an “Indenor”-engine which was designed by Peugeot in the 1950s. While the Granada was offered with 1.9, 2.1 and 2.5 diesels, the Sierra unit had a displacement of 2.3 litre. This engine was replaced only in 1989 by an all-new 1.8 litre turbodiesel, developed by Ford itself. The Sierra had a four-speed manual gearbox as standard, with a five-speed as option but standard on the 2.3D and 2.3 V6. At a time when the rival Vauxhall Cavalier was offered with a five-speed, this led to some critics commenting that the Sierra was somewhat underpowered. In the mid-1980s, many smaller cars (some even two segments smaller) featured five-speed gearboxes as standard. The chassis, however, was more sophisticated than the Cortina/Taunus, with fully independent suspension on both axles. The rear suspension was essentially carried over from the Granada, with trailing arms and coil springs mounted on a tubular sub-frame which also provided location for the final drive/differential housing driving the axle shafts. The front suspension dispensed with the Cortina/Taunus’ double wishbones in favour of a scaled-up version of the Fiesta and Escort/Orion’s layout with MacPherson struts, lower locating arms and anti-roll bars. One of the most striking design features of the Sierra was its closed front panel instead of a grille, which was later also to be found on the 1985 Ford Taurus. The air intake was situated below the front bumper, making the Sierra a so-called ‘bottom breather’. The headlights were integrated in this front panel while the indicators were mounted in the bumper within a combined unit with the foglights. However, this set-up was only present on the top-of-the-line “Ghia”-trim as well on the later introduced XR4i sport model. The other Sierra models had a more traditional front end with a two-bar grille between the headlights, being unpainted on the base model. These models had the indicators in the bumper as well, although being slimmer but wider and without the foglights. Both the Ghia and XR4i had wide headlights with two lenses while the other models had smaller lights with a single lens. For the 1985 model year, all the lower-spec models, except the base model, adopted the Ghia and XR4i’s front grille and headlight treatment. However, the second lens of the lower-spec models had no actual light within it. On the Ghia and XR4i this lens contained additional high beam lamps. The South-African XR8 model’s front end was similar to the XR4i’s but featured a small grille between the headlights. The rear lights of the Ghia, as well as the very early XR4i’s, were the same shape and layout as other models, but featured tiny horizontal black strakes on the lenses to give the impression that they were smoked. The car was replaced by the Mondeo in Europe in April 1993, though stocks lasted for about two years afterwards. The Sierra remained a popular second-hand buy and common sight on British roads until well beyond the year 2000.

Ford did not make the same mistake with the Focus as they had with its predecessor, so even the ordinary models were good to drive. There was a long wait for a truly sporting flagship, but when it arrived, in late 2002, the Focus RS proved to be rather special. Originally it was to be released as the Racing Focus, however after the poor selling Racing Puma, Ford decided to revive the RS badge. The car was largely built on its own assembly line in Ford’s Saarlouis plant, with some additional specialist off-line assembly performed by the ACÜ group at Überhern. The RS was offered all over Europe, with production limited to 4501 units. 2147 of these were sold in the United Kingdom, by far its largest of the 21 markets where it was available. The development of the Focus RS was undertaken by a mixed team of mainstream Ford engineers (not SVE or the TeamRS group which replaced it later on) and Tickford Engineering in Milton Keynes, United Kingdom. More bespoke than the prior Focus ST170,  the Focus RS upgraded or replaced 70% of the standard Focus mechanicals. The turbocharged straight-4 engine produced a minimum of 212 bhp and 310 Nm (229 lb/ft) of torque, which was then mated to the 5-speed MTX-75 and not the Getrag transmission used in the ST 170. Mechanically, most notably, the car incorporated a Quaife automatic torque biasing differential to improve traction from the front-wheel drive setup. The steering used a similar quick-ratio rack as the ST170 while the brakes used fixed-caliper, four-piston Brembo units with 12.8 in discs at the front and single-piston floating calipers and 11.0 in discs at the back. Wheels were 18″ alloys specially developed by OZ Racing. The engine was heavily modified with forged aluminium pistons, hardened valve seats, sodium-filled exhaust valves, stainless steel exhaust system. The forced induction system comprised a Garrett turbocharger with a water-cooled charge air cooler and an electric water pump. To transmit the higher torque an upgraded AP clutch was used. It could generate a steady 0.98G in lateral acceleration due to racing parts such as Sachs dampers, lightweight O.Z Alloy Wheels and a Quaife ATB Differential. It would also allow 1.0G of braking force due to the standard Brembo braking system. The Focus RS was available in one metallic colour, Imperial Blue. The body looked similar to the standard Focus or to the ST170, although the RS featured unique front and rear bumper assemblies required for the wider wheel arches which accommodated the 65 mm (2.6 in) wider front track. Internally, the theme is blue and black with sections of blue leather trim on the door trim panels, the steering wheel and the Sparco seats which were trimmed in blue/black leather and Alcantara. A green starter button starts the engine. The instruments have a blue background and in place of the coolant temperature gauge, the RS was equipped with a boost pressure indicator (up to 1.5 bar). The gear lever knob, handbrake lever, and pedals were all custom made by Sparco. All-around performance was roughly equal or better to its other competitors, including hatchbacks such as the Honda Civic Type-R and some four-wheel drive cars in the same price field. Power was a diminished priority and the handling on a track, courtesy of the front differential, was considered by most observers to be its strongest characteristic. In a Top Gear review, Jeremy Clarkson noted that “it lacks the straightforward oomph of a Subaru Impreza. […] The reason it was quick round our track is simple: this car handles like it’s in a cartoon.” Clarkson and other motor journalists also commented on the car’s torque steer on bumpy British roads. Well preserved examples – and that’s not all of them, by any means, now – are worth decent money and will likely increase in value over time.

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

There has not been an RS version of the fourth generation Focus, despite rumours persisting for a while about such a car, so the sporting top of the range these days is the  ST and there was at least one of these here along with a number of other sporting Ford models.

Final Ford here was a Mustang racer.

HONDA

In 2001, Honda introduced the next generation of the Civic Type R as a unique 3-door hatchback to the UK market, which was manufactured in Swindon, England. This European Domestic Market Civic Type R featured a 200 PS 2.0-litre i-VTEC engine (K20A2) and the regular Type R treatment of seam welding, close-ratio 6-speed transmission and upgraded brakes, but did not include some of the other higher-end features, such as the helical LSD and red Recaro race-seats, that were standard on the EK9. However, Honda marketed a JDM (Japanese domestic market) version of the EP3 (which was exclusively manufactured in Swindon, UK and was shipped to Japan), which retained the highly renowned helical LSD similar to that of the EK9 and red Recaro race-seats. Other differences of the JDM model included a more track-oriented chassis/undercarriage settings as compared to the European model as well as a more powerful engine having a power output of 215 PS (designated K20A) had a fully balanced crankshaft assembly with the different intake manifold, exhaust manifold, higher-lift camshafts, higher-compression pistons, chrome-moly flywheel and ECU programming. All of the Japan-spec K20A Type R powertrains were built in Japan and shipped to the Swindon plant to be installed in the Japan-spec Type-R EP3. The JDM EP3 was also available in the traditional Type R Championship White while the EDM was not. The EDM has more relaxed gear ratios and some high rpm torque traded for low rpm torque compared to the JDM. In 2003, the EP3 was updated with many improvements – revised EPS with quicker steering, revised suspension settings, projector headlamps (JDM came equipped with halogens only while the EDM came with an option for HIDs with self-levelling motors), lighter clutch and flywheel assembly, etc. Based on Honda literature, this facelifted (FL) model was targeted at addressing customers’ and critics’ feedback such as understeer on the limit (due to the front MacPherson strut setup), numb steering response and lack of low-end torque. Mugen Motorsports developed an upgraded version of the JDM Civic Type R, with a sport exhaust system and engine tuning, special Mugen Grille, and anti-roll bars for pro racing activities. In 2003 Honda celebrated 30 years of the Civic badge by offering a special edition 30th Anniversary Civic Type R. This special edition features red bucket seats from Recaro, AIR CONDITIONING, privacy glass on the rear windows, a leather MOMO steering wheel, red interior carpet and door cards. The 30th Anniversary models in the UK were available in Nighthawk Black, Satin Silver and Milano Red. Only 300 of these models were produced, 100 in each colour. In 2005 towards the end of the EP3’s production run, Honda introduced the Civic Type R Premier edition which had Recaro Trendline seats (similar to those found in the Anniversary Edition, only in red and black rather than all red), a darker shade of fabric on the rear seat centre sections, a MOMO Steering Wheel, Red Carpet, Door Linings, “Type R” embossed into the front brake calipers and black privacy glass on the rear windows. Air conditioning was an option. They were available in Milano Red, Nighthawk Black, Cosmic Grey and Satin Silver. In 2004 Honda introduced the “C Package” option (¥330,000 JPY) to Japan’s Civic Type R line-up which included an additional colour, Satin Silver Metallic, HID lighting, rear privacy glass, automatic air conditioner and outside air temperature sensor. For the last production year (2005), the EP3 Type R was offered in Vivid Blue Pearl for the European Market. A total of 132 EP3’s, which were all left-hand drive, were produced in Vivid Blue Pearl.

HYUNDAI

There were a couple of notable Hyundai models here, both of them highly-rated. The all-electric Ioniq 5 contrasts with the petrol-engined i30N.

JAGUAR

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

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

Also here was the current sports car, the F Type.

LINCOLN

During the late 1970s, the sales of the Lincoln Continental had held steady and the Continental Mark V would go on to outsell its Cadillac Eldorado counterpart. A model year removed from the extensive downsizing of its full-size model range, the Lincoln division underwent a revision of its nameplates. Following the discontinuation of the compact Versailles sedan, Lincoln was left marketing six nearly identical vehicles (Continental, Continental Town Car, and Continental Mark VI, all offered both as two-door and four-door sedans). For 1981, the Lincoln Town Car was introduced, consolidating the Continental and Continental Town Car into a single model line slotted below the Continental Mark VI. In the development of the Lincoln Town Car, the design themes of the 1977-1979 Lincoln Continental and Mark V would both influence the exterior design of the 1980 Continental/Town Car. As with its predecessors, the Town Car featured nearly flat body sides, sharp-edged fenders, and a radiator-style grille. Hideaway headlamps gave way to exposed halogen headlamps (the first on a full-size Lincoln since 1969). Another first included fully framed door glass (retractable vent windows were now standard); in contrast to its Ford and Mercury counterparts, the window frames were painted matte black. While chrome trim remained around the headlamps and window frames, in a break from Lincoln tradition, it was deleted from the top of the fenders. Though mechanically similar to the Ford LTD and Mercury Marquis (the Ford LTD Crown Victoria and Mercury Grand Marquis after 1983), the Lincoln Town Car shared visible body panels only with the Continental Mark VI. In contrast to its Ford, Mercury, and Mark VI counterparts, the rooflines of 1981-1989 Town Cars feature a vertical quarter window in the C-pillar. Identical to the 1980 Lincoln Continental, the Lincoln Town Car was offered as a two-door and four-door sedan (the Town Coupe nameplate was discontinued). Largely overshadowed by its Continental Mark VI counterpart, the Town Car two-door was discontinued for 1982. As the Continental Mark VII was introduced for 1984, Lincoln pared its full-size line down solely to the Town Car four-door sedan. At the time of its launch, the Town Car had been slated for replacement by front-wheel drive model lines (in anticipation of further volatility in fuel prices); as fuel prices began to stabilize, demand initially rose for the model line, leading Lincoln-Mercury to produce the Town Car through the 1980s with few visible changes. Over 200,000 were sold in 1988, the highest ever for the model line. However, this increase was mostly due to an extended 1988 Town Car model year which ran from March 1987 to October 1988 instead of the usual 12-month period. Conversely, the 1987 Town Car with its shortened model year only had sales of just over 76,000. Although remaining Lincoln’s top-selling model, calendar-year sales declined each year for the Town Car between 1986 and 1989. This decline was mostly blamed on its aging design and the increased popularity of the Continental which had been fully redesigned for 1988. The 1980–1989 Lincoln Continental/Town Car utilized the Panther platform shared with Ford and Mercury. Delayed to the 1980 model year due to engineering issues, the Panther platform meant radically different exterior dimensions for the Lincoln models. Although extended three inches in wheelbase over its Ford/Mercury/Mark VI coupe counterparts, the 1980-1989 versions would have the shortest wheelbase ever used for a full-size Lincoln at the time (10 inches shorter than its 1979 predecessor). The 1980 Continental/Town Car was the shortest Lincoln since the Versailles. In the interest of fuel economy and handling, the Panther chassis reduced weight by up to 1,400 lb (635 kg) compared to the 1970-1979 full-size Lincolns. As the lightest full-size Lincoln in 40 years, the 1980 Continental/Town Car came within less than 200 pounds of the curb weight of the compact-sized Versailles. The new Panther platform meant reduced overall size, better suspension geometry, and upgraded power steering with a reduced turning diameter by over 8 feet (compared to the 1979 Lincoln Continental). For 1984, gas-pressurized shocks were added. To achieve better Corporate Average Fuel Economy (CAFE) results, Ford discontinued the 400 and 460 big-block V8s in its full-size cars. For 1980, a 130 hp 4.9 L V8 (the 302 engine was marketed as a “5.0 L” V8) was standard. A 140 hp 351 cu in (5.8 L) V8 was available as an option. Following the introduction of the Lincoln Town Car in 1981, the 302 cu in (4.9 L) V8 became the only available engine (with the 351 becoming an option for Ford and Mercury). In Canada, the 302 V8 remained carbureted until 1985. In 1986, the 302 V8 was revised to 150 hp, following a redesign of the fuel-injection system with the introduction of sequential multi-port fuel injection. These engines are identifiable by their cast aluminum upper intake manifolds with a horizontal throttle body (vertical throttle plate); this replaced the traditional throttle body with a carburetor-style top-mounted air cleaner previously used. Introduced in the Lincoln Continental for 1980 and marketed in all Panther-platform vehicles in 1981, the Lincoln Town Car was equipped with the 4-speed AOD automatic overdrive transmission, the sole transmission of 1981–1989 examples.

MAZDA

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

The fourth-generation Mazda MX-5 was unveiled in 2014 and has been in production since 2015. An updated model was introduced in 2019 and is visually identical to the pre-update model; it has been designated as series “ND2” due to an engine upgrade to 181 bhp and several other improvements around the car. The ND generation introduced a Retractable Fastback (RF) variant that features a rigid roof and buttresses that give the silhouette a more coupé-like appearance than the soft top convertible. The fourth generation MX-5 has received several accolades such as the 2015-2016 Car of the Year Japan Award, the 2016 World Car of the Year Award, Car and Driver’s 10Best list from 2016 to 2019, and the Red Dot Best of the Best Award in Product Design 2017. In addition, the car is the basis for the Fiat 4 Spider and Abarth 124 Spider.

NISSAN

The original Micra (chassis name K10) was introduced onto the Japanese market in October 1982 as a challenger to the Honda City, Daihatsu Charade, Suzuki Cultus, and Toyota Starlet. It was intended to replace the Nissan Cherry as the company’s competitor in the supermini sector, as the Cherry model sold in Europe had progressively become larger with each successive generation. In Japan, it was exclusive to Nissan Cherry store locations, as the Japanese market Cherry was renamed March, benefiting from engineering contributions from Nissan’s 1966 acquisition of the Prince Motor Company, who originally developed the outgoing Cherry. The Micra had particularly low fuel consumption made possible by a specially developed engine only used in the Micra, an uncommonly high gearing, and a particularly low weight: only 630 kg (1,389 lb) in early European trim. The low weight target necessitated a minimum of insulation, meaning that early Micras were quite loud. Japanese owners benefitted from the engine below 1000cc when it came time to pay the annual road tax obligation. The body style was originally designed for Fiat as a replacement for the Fiat 127, but Fiat then adopted the Giugiaro-styled Uno instead. It was introduced in the European market in June 1983, and in Canada in 1984 for the 1985 model year (replacing the slightly larger Nissan Pulsar hatchbacks). Because the Micra was launched during Nissan’s rebranding effort to systematically phase out the Datsun name, a small “Datsun” (ダットサン, Dattosan) appeared on the tailgate for the first two years, and in some European markets, the car was known as the “Datsun-Nissan Micra”. The Datsun badges had disappeared completely by the end of 1984. The Micra was initially available with an extremely refined all-aluminium MA10S SOHC engine. European market cars developed 50 PS (49 hp) or 55 PS (54 hp) in the high compression version coupled with the five-speed option. It was also available with either automatic (called “Nissanmatic”), four-speed or five-speed gearbox. Both the automatic and five-speed manual gearboxes were unusual in a supermini at this time. The Nissanmatic model originally had a 60 PS (59 bhp) version of the 1-liter engine. It was one of several important small cars to be launched onto the European market during 1983. Also launched that year were the Fiat Uno, Peugeot 205, Vauxhall Nova (a Britain-only model which had been launched across Europe the previous year as the Opel Corsa) and the second generation of the Ford Fiesta. It sold well in Britain, being launched there in June 1983 and peaking at more than 50,000 sales for the year in 1989, and was one of the most popular imported cars of its era. The model was revised in June 1985, identifiable by a restyled tailgate and larger rear lamp clusters. The Japanese market saw the debut of the first Micra Turbo/MA10ET, where Nissan grafted a turbocharger to the small 1.0 L engine. This version was never sold in Europe, where the only engines ever available were the 1.0 and 1.2 units. The 1.2, with the larger MA12 1.2 L engine with an electronically controlled carburettor with 57 PS (56 hp), arrived in late 1987. A non-catalyzed version produced 60 PS. Another facelift came in March 1989, which consisted of some minor upgrades such as deeper bumpers, a new front grille, minor interior details, and headlight changes. This was also when the five-door hatchback version was introduced in Europe, shortly before Ford launched the third-generation Fiesta which also offered a 5-door model for the first time. The Micra’s chassis spawned a number of variations. The Be-1 (BK10), launched at the Tokyo Motor Show in 1985 (but not sold until 1987), was a limited edition model with a more rounded bodyshape, and only 10,000 were sold. In 1987, the canvas-topped, retro-looking hatchback Pao (パオ) (PK10) was launched (also at the Tokyo Motor Show) and sold to the public in 1989; 51,657 units were sold. The canvas-topped Figaro (フィガロ) (FK10) coupé was unveiled at the same show in 1989, but not released until 1991. Because demand for the Figaro exceeded the 20,000 vehicles built, Nissan sold the car by lottery: winners could place orders for the car. Despite being a JDM-only model, the Figaro is one of the most imported models of the K10 derivatives; its popularity among numerous celebrity owners helped it earn cult status. The K10 ceased production on 21 December 1992, although its replacement had gone into production some months earlier. During its lifetime, the Micra gained a good reputation for reliability and economy. In 1995, it topped the small car class in a reliability survey of four to six-year-old cars undertaken by the German Automobile Association (ADAC), with 7.5 recorded breakdowns per 1,000 vehicles for four-year-old Micras and 11.5 for six-year-old cars: this compared with 8.0 breakdowns per 1,000 cars for four-year-old Volkswagen Polos and 15.3 for six-year-old Polos. (The class loser was the Fiat Uno with 20.7 breakdowns per 1,000 for four-year-old cars and 37.3 for six-year-old Unos. In the longer term, the Micra would also go on to achieve a much higher survival rate than many of its competitors.) In 1988, Nissan launched a limited 10,000-unit run of its homologated (certified) Nissan 1989 Micra Super Turbo (EK10GFR/GAR). Both this and the 1988 Micra R (EK10FR) featured the same highly advanced sequential compound charged (supercharger plus turbocharger) engine in an all-aluminium straight-four 930 cc eight-valve MA09ERT unit that produced 110 PS (108 hp) at 6400 rpm. This car came with either a 3-speed automatic or 5-speed manual gearbox with viscous limited slip differential, as well as options such as air conditioning and electric mirrors. The Micra Super Turbo still holds the crown for the fastest production Micra in Nissan’s history, with factory performance figures of 7.7 seconds to go from 0 to 100 km/h (62 mph) and 15.5 seconds to run a quarter-mile. It has a top speed of 180 km/h (112 mph) (the maximum allowed to Japanese production cars at the time) and continued to be built until December 1991.

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

Also here was the still-current and now long-lived R35 generation GT-R.

POLESTAR

The local Polestar dealer is a strong supporter of QS and they do their best to attend these events with some of the latest models. Seen here were a couple of the increasingly popular Polestar 2.

PONTIAC

This is an example of the third generation Firebird. The availability and cost of gasoline (two fuel crises had occurred by this time) meant the weight and the fuel consumption of the third generation had to be considered in the design. In F-body development, both the third-generation Firebird and Camaro were proposed as possible front-wheel-drive platforms, but the idea was scrapped. Computerized engine management was in its infancy, and with fuel efficiency being the primary objective, it was not possible to have high horsepower and torque numbers. They did manage to cut enough weight from the design so that acceleration performance would be better than the 1981 models. They also succeeded in reducing fuel consumption, offering a four-cylinder Firebird that would provide 34 miles per US gallon (6.9 L/100 km). GM executives decided that engineering effort would best be spent on aerodynamics and chassis development. They created a modern platform so that when engine technology advanced, they would have a well-balanced package with acceleration, braking, handling, and aerodynamics. The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about three degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the third-generation Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the fourth generation’s design). In addition to being about 500 pounds (230 kg) lighter than the previous design, the new design was the most aerodynamic product GM had ever released. Wind tunnels were used to form the new F-Body platform’s shape, and Pontiac took full advantage of it. The aerodynamic developments extended to the finned aluminium wheels with smooth hubcaps and a functional rear spoiler. In 1988 the Trans Am GTA, which was built with the standard 350 cu in 5.7 L V8 engine, was offered with the option of the removable roof “T-tops”. However, any buyer ordering this option could only order the 305 cu in 5.0 L V8 engine, because the roof did not have the support for all the extra torque from the engine, requiring a power trade-off for those who wanted this option. Pontiac also introduced a rare option for the Trans Am GTA in the 1988 model year, the $800 “notchback”, which replaced the standard long large, glass-dominated hatchback to make the Firebird design look less like the Camaro design, and shared an appearance with the Pontiac Fiero. The notchback was a special fiberglass rear deck lid, replacing the long-sloped window with a short vertical rear window, resembling the back of a Ferrari 288 GTO. A total of 718 of these Notchbacks were built in 1988. The promotion was only in the form of a sheet in the back of a notebook of available options. They were made by Auto-Fab of Auburn Hills, Michigan. Problems with the incorrect fitting of the notchbacks to the GTAs at the Van Nuys plant often resulted in delays of several months for buyers who wanted this option. Furthermore, quality control problems plagued the notchback, many owners complained of rippling and deforming of the fiberglass rear deck, and others complained of large defects resembling acne forming in the notchbacks. Pontiac had to repair them under warranty, sanding down the imperfections, and repainting them, only to have more flaws resurface months later. Because of the poor quality and numerous expensive warranty repairs and repainting, the notchback was subsequently canceled for the 1989 model year, via a bulletin in August 1988, although production records indicate that a few were produced. For 1989, most Firebird models were nearly identical to those made in 1988. The Trans-Am GTA and Formula 350 models were fitted with upgraded Corvette 5.7 Liter L98 Engines, replacing the 5.7 Liter L98 engine version that powered the 1987 and 1988 models. The L98 was not a factory option on the non-GTA version of the Trans Am in 1989, which was downgraded to only feature the 5.0 Liter LB9 Engine. The Formula and GTA models sold with manual transmissions all featured the LB9 engines as well. In 1989, Pontiac made a limited edition 20th Anniversary Turbo Trans Am, which was the Indianapolis 500 Pace Car that year. The 20th Anniversary model featured the 3.8-liter turbocharged Buick engine used in the 1987 GNX, with two modifications: re-engineered cylinder heads (because the F-Body had less engine room than the G-body) with 8:1 instead of 9:1 compression, and upgraded turbocharger components that provided extra boost (16 psi vs. 14 psi for the Buick GNX). The Turbo Trans Am came with a 5-year 50,000-mile warranty rather than the 12-month 12,000-mile warranty that applied to the Buick GNX. Though officially rated at 250 hp and 340 lb/ft (461 Nm), dynamometer testing of the 20th Anniversary model tests regularly recorded over 300 horsepower. Hagerty reported that the Turbo Trans Am was 0.1 second faster than the GNX in both 0-60 mph and 1/4-mile tests. The 20th Anniversary Trans Am also featured Chevrolet’s high-performance ‘police-Camaro’ 1LE brakes, and it was the first Indy-500 Pace Car that did not require an engine, suspension, and other performance upgrades and modifications to handle Pace Car duties at Indianapolis. The 20th Anniversary Trans Am was the last ‘anniversary’ model to feature more than a custom interior and special exterior paint trim. A forth and what would turn out to be final generation Firebird was launched for the 1993 model year.

PORSCHE

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

RENAULT

In 1999 Renault presented the first officially branded RenaultSport Clio, this was the third Clio produced by the RenaultSport division succeeding the Clio 16V and Clio Williams. This new Clio, the 172 was based on the 3 door Clio II shell however had numerous features over the standard car including wider arches, restyled bumpers, side skirts and 15-inch OZ F1 alloy wheels. Power was delivered by the F4R730 engine, a 2.0-litre 16-valve Inline 4 engine with a Variable valve timing (VVT) system via a dephaser on the intake camshaft pulley. The engine was a modified version of the F4R used in models such as the Laguna and Espace and was modified by Mecachrome to deliver a power output of 172 PS. Power was delivered to the wheels via a JC5-089 five-speed manual gearbox. The 172 also featured interior changes over the standard car including Half Leather, Half Alcantara seats embossed with the RenaultSport logo and the car also came standard with manually controlled Air Conditioning. A limited edition of the Phase 1 172 was produced and known as the Clio 172 Exclusive. This was limited to 172 units, all 172 of this “Exclusive” edition were 296 Scarab Green, featured BBS alloy wheels and a full leather interior as opposed to the half-leather half Alcantara seats featured in the standard car. In 2001 the interior and exterior of the Clio II were face-lifted, the Clio RS followed suit shortly after. This facelift of the Clio 172 included redesigned front and rear bumpers, the front bumper falling in line with the style of the face-lifted Clio II. The rear bumper was now less rounded and featured a strip of ABS plastic effectively splitting the bumper into two. The lights, bonnet and boot lid were also matched to the face-lifted Clio II. The interior was also changed to closer match that of the face-lifted Clio II, the seats were slightly revised however still featured the same Half Leather, Half Alcantara fabrics and the embossed RenaultSport logo. One new feature that the Phase 2 172 featured was automatic climate control as opposed to the manual air-conditioning featured in the Phase 1. The dashboard featured Silver interior trims and the steering wheel included a plastic insert featuring the RenaultSport logo. The gear shifter was changed from the metal ball featured on the Phase 1 to a Leather wrapped shifter with a silver coloured insert on the top. The Phase 2 172 also featured increased equipment including automatic Xenon headlights and headlight washers, Rain Sensing wipers a six-disc CD changer, and it also included side-impact airbags integrated into the seats. The 15-inch OZ F1 alloy wheels were also replaced with a 16-inch Alloy Wheel of Renault’s own design. The facelift of the 172 also brought about a number of changes to the engine of the car. A revised version of the F4R used, the F4R 736, this featured a revised cylinder head with the exhaust ports being approximately 30% smaller than those featured on the Phase 1 172. The airbox was also redesigned to be much more square than the original airbox. A revised version of the JC5 gearbox, the JC5-129 was introduced in this version of the Clio 172, which revised JC5 featured a shorter final drive to counter the increased weight of the face-lifted 172. The catalytic converter, which on the PH1 172 had been dual barrel was reduced to a single barrel and featured 2 lambda sensors, one before and one after the catalytic converter. The biggest change to the PH2 172 over the PH1 was the introduction of an electric throttle. This meant the Idle Control Valve of the PH1 was no longer required leading to a minor redesign of the intake manifold. In 2002 Renault released the 172 Cup, which bore the chassis code CB1N and was known by Renault as the “sport lightweight version”. The vast majority of cars were produced in D43 Mondial Blue (metallic) with a limited run of around 90 cars being produced in 640 Iceberg Silver (metallic). The Cup, originally built for Gr.N homologation of the Clio 172 was differentiated from the “non cup” 172 by its lack of many of the luxuries included in the regular car. Instead of the leather / Alcantara seats instead the same style seat was upholstered in a durable but low-cost fabric, the automatic Xenon headlights were replaced by manually controlled halogen units and the washer jets replaced with blanks. The rain sensing wipers and solar reflective coated windscreen were also omitted from the 172 Cup. However the car had features not before seen on a production version of the 172, which included lightweight 16-inch Speedline Turini alloy wheels, matte blue door strips, ABS plastic “Cup” front splitter and a restyled “Cup” rear spoiler. The dash strips which were silver on the regular car were painted to match the outside of the car. One of the main features of the 172 Cup was its significant weight saving, having a kerb weight of 1021 kg, making it the lightest of 172 versions produced. This was achieved by the removal of a majority of sound deadening from the car alongside thinner glass to reduce weight even further. One large difference was also the lack of air conditioning which was a standard fit component on the regular 172, which typically led to the cup producing more power due to the engine having less ancillaries to drive. This however was reintroduced as an optional extra later in the production run of the Cup. The 0–60 time of the 172 Cup was officially marketed by Renault as being 6.5 seconds; however AutoCar Magazine reportedly timed the 0–60 at 6.2 seconds which if this were the case would make the 172 Cup the second fastest road going Clio produced at the time of this article, second to only the V6. Many enthusiasts regard the 172 Cup as the last “hardcore” hot hatch due to its lack of anti-lock brakes; the car also featured modified suspension which gave it a wider track thanks to modified wishbones, the car also sat lower than standard and featured stiffer shocks and springs, the suspension geometry was revised to suit these components and to mean that the steering response was increased, this also lead to an increase in oversteer thanks to the lack of weight and revised geometry. Due to the lack of ABS the brake bias of the car was fixed by way of disconnecting the rear axle compensator, within the UK this often lead to the cars failing the MOT test, VOSA eventually issued an advisory to prevent this from happening. 2004 marked yet another refresh of the Clio II. The inserts of the headlights were changed from Black to Grey, new wheels styles were introduced and new colour options were added with others being dropped. The basic design of the car stayed the same with only minor changes. The Six-Disc CD changer was dropped as standard equipment however was still available as a cost option. This refresh marked the introduction of cruise control and Electronic Stability Program (ESP) as standard equipment. The Clio RS featured a lot more changes than the regular Clio. The engine was again revised and became the F4R 738. The difference between the F4R 738 and F4R 736 was a revised oil breather setup meaning the intake manifold found on a 172 would not fit a 182. Thanks to a number of other changes this engine produced 182 PS . This increase in power was thanks to the addition of a 4-2-1 Manifold and high flow 200 cell sports catalytic converter. The spare wheel well was removed and replaced with a flat floor to make way for the new dual exit exhaust featured on the 182. Minor revisions were made to the interior, the perforated texture of the Alcantara on the seats now featured white dots. The car also featured a new 8 spoke wheel design which came in Silver on a regular car and Anthracite on a “Cup Packed” car. The rarest optional extra available was the Carminat Sat-Nav which was fitted to very few cars. However, the unit wasn’t a popular option due to its high cost and rumoured poor performance compared to aftermarket options. The “Cup” Front Splitter and “Cup” Spoiler originally fitted to the 172 Cup made a reappearance as a cost option known as the Cup Style Pack. This was one of two cup packs available, the other being the Cup Chassis. This Cup Chassis pack included a strengthened hub with 60mm spacing on the strut bolt holes as opposed 54mm on non cup packed cars. The Cup Chassis also featured lowered suspension with stiffer shocks and springs and an anthracite version of the standard alloy wheels. The Clio 182 could also be ordered in a more race focused than ‘base’ RS model called “Cup Specification”, this was available in just two colours, J45 Racing Blue and D38 Inferno Orange, however came as Standard with the Cup Chassis and Cup Style Pack. The 182 Cup lacked the automatic Xenon headlights and headlight washer jets, climate control (rear footwell heater vents were also removed), illuminated sun visors, Solar Reflective Windscreen and Automatic Wipers. The leather / Alcantara seats were replaced with cloth items and the rear bench was downgraded to match. The engine cover and sill plates were removed and the steering wheel was downgraded to no longer include the RenaultSport Logo or rubber thumb grips. Carpet and headlining were downgraded to basic specification and even the documentation wallet was changed from faux leather to cloth. Sound deadening was removed from the 182 Cup, the horn was downgraded from a twin to single unit and the interior light no longer included a map reading function. Despite all of these reductions in specification the 182 Cup was still considerably heavier than the previous 172 Cup, meaning this version of the Clio II RS was considered one of the least desirable versions. The final version of the Clio 182 was known as the 182 Trophy. This version was based on the 182 Cup and featured the same strengthened hubs with 60 mm bolt spacing. Originally only 500 cars were to be produced for the UK market however an additional 50 were produced to be sold in Switzerland. At the time, believing there was no market for this version of the Clio, the Marketing Department of Renault France failed to order a 182 Trophy. The 182 Trophy included 16 Inch Speedline Turini Alloy wheels as seen on the 172 Cup, the Spoiler from the Clio 255 V6, Recaro Trendline seats and exclusive 727 Capsicum Red Paint with Trophy Decals lacquered onto the Side skirts. Each car had an individually numbered plaque on the base of the driver’s seat. The biggest difference however between the 182 Cup and 182 Trophy was the inclusion of Sachs Remote-Reservoir dampers. The basic principle of a Remote-Reservoir damper is that because there is a separate reservoir for the gas or oil which fills the shock they can either be of a reduced length or can house a longer rod, this means that the sizing of the shock can be optimised for the application in which it is being used. These changes definitely made a big difference to the 182 Trophy and have led to its being heralded as one of the best hot hatches of all time and it won Evo Magazine’s “People’s Performance Car of The Year” 2005, whilst also beating off rivals such as the Lamborghini Gallardo and other exotica in an Evo Magazine Group Test. AutoCar Magazine’s front cover from 5 July 2005 simply stated “World’s Greatest Hot Hatch”.

Viewed as a modern classic these days, there was an Avantime here. Designed and manufactured by Matra, between 2001 and 2003, this one-box design without B-pillars was styled by Patrick Le Quément and was supposed to combine the space of an estate with the style of a 2+2 coupé. It was conceived by Philippe Guédon, head of the automotive division at Matra, who “believed that the children of Espace owners remained loyal to the car even after they had grown up and left home. As a result, the renowned estate was gaining a generation of new drivers.” It used the Espace as a base, which imposed some constraints, such as the central instrument display, but the marketeers turned that into something they called a part of the innovative character of the whole vehicle. The one-box design eliminated B-pillars and featured an aluminium structure, aluminium panels for the greenhouse and a full sunroof of strengthened heat-reflecting glass. The interior featured four seats each with built-in seatbelts and Bridge of Weir leather. To facilitate access to the rear seats, two long doors featured a double parallel-opening hinge system (marketed as “double-kinematic”) that maximized access with minimal outswing of the doors. Front side windows lowered automatically when either of the front seats folded forward to further facilitate entry to the rear two seats. Windows featured power-deployable sunshades, and the H-points of the rear two seats were higher than the forward two seats, giving the Avantime “theatre seating.” The luggage compartment featured a retaining system using retractable straps, and all Avantimes featured a two-tone look created by the exposed aluminium of the greenhouse. The windows and panoramic sunroof could open automatically via a single, headliner mounted control, to give the Avantime an ‘open air’ mode. The Avantime was first shown in February 1999 in concept form at a press launch in the Louvre, and one month later to the public at the Geneva Auto Show — where it was referred to as a “Coupéspace” — and went into production two years later, after the subsequent engineering of the pillarless roof to meet safety standards. The Avantime’s sales were poor. The car’s fortunes were not helped by the introduction of the Renault Vel Satis (another large, upmarket Renault) around the same time. When Matra decided to pull out of the automotive production business in 2003 (partly as a result of the financial loss incurred by the poor sales of the Avantime), Renault chose to discontinue the Avantime rather than move its production elsewhere. 8,557 were built from 2001 to 2003.

The third generation of the Renault Megane R.S. is based on the 4th generation of the Mégane and was introduced at the 2017 Frankfurt Motor Show. It was available in 3 trims: 280-Sport, 280-Cup and 300-Trophy. The Mégane R.S. is only available in 5-door hatchback bodystyle and was developed with the assistance of Renault F1 team driver Nico Hulkenberg. All feature a similar turbocharged 1.8-litre inline-4 engine (to a varying rate of tune) shared with the Alpine A110, and as standard a four-wheel steering system to improve handling, though this was removed to save weight in the Trophy-R. Five selectable drive-modes are available, namely Comfort, Neutral, Sport, Race and Personal (which is a customisable driving mode). The gearbox choices are either a 6-speed manual gearbox or a 6-speed Efficient Dual Clutch (EDC) gearbox with paddle shifters and launch control (which can be activated by holding both of the shifter paddles). The interior features a portrait style infotainment system and red graphical display on the digital tachometer flanked by analogue fuel and water temperature gauges. The infotainment system supports AppleCarPlay and Android Auto. An engine revving sound is played through the speakers when the driver opens the door of the car. Red stitching with RS badges are standard on the interior and the Trophy model adds an Alcantara-suede trim on the steering wheel. Recaro sports seats are optional equipment. Buyers have the choice to have a carbon fibre weave or an Alcantara trim. The suspension system has struts up front and a torsion beam at the rear, but its front configuration has new geometry and retains Renault Sport’s PerfoHub technology, which reduces kingpin angle offset and resists torque and bump steer. The system uses fluid-filled shock absorbers commonly found on rally cars on the lower end of the suspension struts and is called a damper within a damper system by the manufacturer. The entry-level 280 Sport, features a torque-vectoring system of braking the inner wheels during a turn, to further improve turn-in; and a passive double damping suspension system. The 280 Cup trim is similar to the 280 Sport trim, but adds a mechanical Torsen limited-slip-differential to the front wheels along with a 10% stiffer suspension setup. 19-inch wheels with Bridgestone tyres and lightweight brakes with aluminium hubs and red calipers are optional. The 300 Trophy is similar to the 280 Cup, but has even firmer suspension, a lightweight DESS (Dual-Energy Storage System) battery, a different cylinder head and turbocharger with a higher-performance engine tune for more power (300 bhp). Torque figure is increased to 420 NM (400 NM for cars with a manual gearbox). In 2020, the facelifted Megane RS was introduced for the 2021 model year. The trim levels were revised and the 280-Sport model was removed, bringing the engine power output to 300 hp for all facelifted Megane RS models. Buyers could choose between the 300-Sport and the 300-Trophy, equipped similarly to the pre-facelift models. On the outside, the facelifted Megane RS came with new LED headlights and different-looking taillights. Inside, the instrument panel was now fully digital and the infotainment system used a new software. The climate controls were also changed and now featured separate temperature displays on the temperature control dials. The ambient lighting was removed from the rear door cards. Sales of this model in the UK were very limited and the car was pulled from sale sometime in 2022, production for other markets finally ending in 2023.

SUBARU

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

TOYOTA

The third-generation MR2 was marketed as the Toyota MR-S in Japan, Toyota MR2 Spyder in the US, and the Toyota MR2 Roadster in Europe. Also known as the Midship Runabout-Sports, the newest MR2 took a different approach than its predecessor, most obviously becoming a convertible and receiving the ‘Spyder’ marketing nomenclature. The first prototype of MR-S appeared in 1997 at the Tokyo Motor Show. The MR2 Spyder chief engineer Harunori Shiratori said, “First, we wanted true driver enjoyment, blending good movement, low inertia and light weight. Then, a long wheelbase to achieve high stability and fresh new styling; a mid-engine design to create excellent handling and steering without the weight of the engine up front; a body structure as simple as possible to allow for easy customizing, and low cost to the consumer.” The only engine available for the ZZW30 was the all-aluminium alloy 1ZZ-FED, a 1.8 litre Inline-four engine. Like its predecessors, it used DOHC and 4 valves per cylinder. The intake camshaft timing was adjustable via the VVT-i system, which was introduced earlier on the 1998 MR2 in some markets. Unlike its predecessors, however, the engine was placed onto the car the other way round, with the exhaust manifold towards the rear of the car instead of towards the front. The maximum power of 138 bhp at 6,400 rpm and 126 lb/ft (171 Nm) of torque at 4,400 rpm was quite a drop from the previous generation, but thanks to the lightness of the car it could still move quite quickly, accelerating from 0 to 100 km/h (62 mph) in 6.8 to 8.7 seconds depending on the transmission option, the Sequential Manual being unable to launch and shift as quickly as the clutch operated manual. Curb weight is 996 kg (2,195 lb) for manual transmission models. In addition to the 5-speed manual transmission, a 6-speed manual or 5-speed Sequential Manual Transmission (SMT) was also available starting in 2002. The SMT was a standard feature in Australian market; however, air conditioning was optional. After 2003, a 6-speed SMT was an option. The SMT had no conventional H-pattern shift lever or clutch pedal. The driver could shift gears by tapping the shift lever forward or backward or by pressing steering-wheel mounted buttons. Clutch engagement is automatic, and the car will automatically shift to second and then first gear when stopping. Cruise control was never offered with the manual transmission, but was standard for SMT-equipped cars. The MR2 Spyder featured a heated glass rear window. A hard top was also available from Toyota in Japan and Europe. Production ended in 2007 and there was no direct successor.

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

Completing the array of Toyota models was an example of the ever-popular Yaris GR

TVR

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

VOLKSWAGEN

Needing no introduction, even though it is well over 45 years since European production ended, was this classic Beetle.

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

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

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

The Volkswagen Lupo (Typ 6X) is a city car that was produced from 1998 to 2005. It shares most of its aspects with the Volkswagen Group’s SEAT Arosa, both derived from the Volkswagen Polo Mk3 platform. Main differences are found in styling and equipment. The Lupo name is Latin, meaning wolf, and is named after its home town of Wolfsburg. The Lupo was introduced in October 1998, to fill the void at the bottom of the Volkswagen model range caused by the increasing size and weight of the Polo. The right-hand-drive version for the UK market was launched in the spring of 1999. In Japan, two models with petrol 4-valve 1.4L and 4-speed automatic with lock-up on the 4th were launched on 11 July 2001. Lupo uses the A00 platform which is a shortened version of the Polo/Ibiza A0 platform. Initially only available in two trim variants, the budget E trim and the upgraded S trim; the range later expanded to include a Sport and GTI variant. Petrol engines ranged from 1.0 to 1.4 (1.6 for the GTI) with diesels from 1.2 to 1.7. The differences between the E and S trim included painted door mirrors, door handles and strip, central locking, electric windows, double folding seats and opening rear windows. The Sport also got a chrome centre exhaust and front foglights as standard. The Lupo was designed by Jozef Kabaň. The 1.6 L Lupo GTI, introduced in the year 2000, has been labelled a true successor to the Volkswagen Golf Mk1, one of the first true hot hatches. The GTI can be identified by its fully body coloured bumpers and twin central exhausts. In March 2002, a six speed gearbox was added, together with improved throttle response, and was suggested as a competitor to the Mini Cooper, or the larger Volkswagen Polo GTI. The GTI features much more standard equipment which was not available on any other in the Lupo range, including bi-xenon headlights, 15 inch Bathurst alloy wheels and an off black interior. With a DOHC sixteen valve four cylinder engine producing 125 PS, the GTI had a top speed of 127 mph (204 km/h) and could accelerate 0 to 60 mph in 7.8 seconds. Sales of the Lupo were slow and missed Volkswagen’s targets. In 2001 a Volkswagen source claimed that it was decided the Lupo would eventually be discontinued and replaced by a model built in China. Production of the Lupo was discontinued in June 2005, and was replaced on the European market by the Brazilian designed Fox. Due to the decision taken by Volkswagen, to use the Fox instead of developing any genuine replacement for the Lupo. The Lupo’s spiritual successor, Volkswagen up!, was released in 2011

As ever there were a number of performance Golf cars here, a mix of GTi and R of many of the more recent generations.

The other VW of note here was the recently released all-electric ID Buzz.

…….. AND FINALLY

Yes, the Police came to have a look! Despite what some people feared, there was nothing sinister about this. If things are quiet, this team like to drop by, as they are car enthusiasts just like the rest of us. They did apologise for the fact that the best they could manage was a Toyota Corolla rather than a motorway pursuit car, but still interesting for lots of people to see how is kitted out and to talk to them. This sort of linkage between police and the community is what they want to be doing, building relationships as opposed to having apply the law to miscreants.

Maybe expectations were very high after the massive attendance at the Sunday morning QS meet here earlier in the month, but, for whatever reason, people just did not come to this on ein anything like the same numbers, which was a bit of both a surprise and a disappointment. Even so, there were more than enough interesting cars to provide plenty for those who did come along to look at, and people to talk with, so this was still a pleasant evening out. There is one more QS evening event scheduled for August. Let’s that it is warmer and that people come in the quantity as they do for the QS breakfast meets.