During the 2024 season, the Wheels at Prescott events have been held on the last Thursday of the month, with the first gathering taking place in late April, a time when the ground had still not dried out and it looked like Spring had got lost en route to the UK. By September, though, the planned final event of the year, the end of the month if past the equinox and there is not a lot of daylight left for those coming after work, so the decision was taken to move the event to a Saturday morning. This arrangement happened to work well for my diary, and I was interested to see whether what would to all intents and purposes be a Breakfast meet rather than an evening one would attract a greater number of cars or not and whether some of the events regulars would still make it or whether it would be a completely different set of people. The answer lay somewhere between those two, and the numbers were swelled not just by the fact that the declared theme was Japanese but also because the Mitsubishi Car Club were having a rally that weekend and had decided to make Prescott a stop on the travels. So this ended up being quite a busy morning. Here is what I saw:

ALFA ROMEO

The 916 Series cars were conceived to replace two very different models in the Alfa range. First of these was the open topped 105 Series Spider which had been in production since 1966 and by the 1990s was long overdue a replacement. Alfa decided to combine a follow on to the Alfetta GTV, long out of production, with a new Spider model, and first work started in the late 1980s. The task was handed to Pininfarina, and Enrico Fumia’s initial renderings were produced in September 1987, with the first clay models to complete 1:1 scale model made in July 1988. Fumia produced something rather special. Clearly an Italian design, with the Alfa Romeo grille with dual round headlights, recalling the Audi-based Pininfarina Quartz, another design produced by Enrico Fumia back in 1981, the proposal was for a car that was low-slung, wedge-shaped with a low nose and high kicked up tail. The back of the car is “cut-off” with a “Kamm tail” giving improved aerodynamics. The Spider would share these traits with the GTV except that the rear is rounded, and would feature a folding soft-top with five hoop frame, which would completely disappear from sight under a flush fitting cover. An electric folding mechanism would be fitted as an option. Details included a one-piece rear lamp/foglamp/indicator strip across the rear of the body, the minor instruments in the centre console angled towards the driver. The exterior design was finished in July 1988. After Vittorio Ghidella, Fiat’s CEO, accepted the design, Alfa Romeo Centro Stile under Walter de Silva was made responsible for the completion of the detail work and also for the design of the interiors, as Pininfarina’s proposal was not accepted. The Spider and GTV were to be based on the then-current Fiat Group platform, called Tipo Due, in this case a heavily modified version with an all new multilink rear suspension. The front suspension and drivetrain was based on the 1992 Alfa Romeo 155 saloon. Chief engineer at that time was Bruno Cena. Drag coefficient was 0.33 for the GTV and 0.38 for the Spider. Production began in late 1993 with four cars, all 3.0 V6 Spiders, assembled at the Alfa Romeo Arese Plant in Milan. In early 1994 the first GTV was produced, with 2.0 Twin Spark engine. The first premiere was then held at the Paris Motor Show in 1994. The GTV and Spider were officially launched at the Geneva Motor Show in March 1995 and sales began the same year. The cars were well received. At launch, many journalists commented that Alfa had improved overall build quality considerably and that it came very close to equalling its German rivals. I can vouch for that, as I owned an early GTV for eighteen months, and it was a well built and reliable car. In 1997 a new engine, a 24-valve 3.0 litre V6, was available for the GTV along with bigger, 12.0 inch brakes and red four-pot calipers from Brembo. The console knobs were changed from round central to rectangle ones and to a three-spoke steering wheel. Some versions were upgraded with different front bumper mesh to bring the wind noise down to 74 dBA. In May 1998 the cars were revamped for the first time, creating the Phase 2 models. Most of the alterations were inside. The interior was changed with new centre console, painted letters on skirt seals, changed controls and switches arrangement and different instrument cluster. Outside, the main changes included chrome frame around the grille and colour-coded side skirts and bumpers. A new engine was introduced, the 142 hp 1.8 Twin Spark, and others were changed: the 2.0 Twin Spark was updated with a modular intake manifold with different length intakes and a different plastic cover. Power output of the 2.0 TS was raised to 153 hp. Engines changed engine management units and have a nomenclature of CF2. The dashboard was available in two new colours in addition to the standard black: Red Style and Blue Style, and with it new colour-coded upholstery and carpets. The 3.0 24V got a six-speed manual gearbox as standard and the 2.0 V6 TB engine was now also available for the Spider. August 2000 saw the revamp of engines to comply with new emission regulations, Euro3. The new engines were slightly detuned, and have a new identification code: CF3. 3.0 V6 12V was discontinued for the Spider and replaced with 24V Euro3 version from the GTV. 2.0 V6 Turbo and 1.8 T.Spark were discontinued as they did not comply with Euro3 emissions. By the 2001-2002 model year, only 2 engines were left, the  2.0 Twin.Spark and 3.0 V6 24V, until the Phase 3 engine range arrived. The Arese plant, where the cars had been built,  was closing and, in October 2000, the production of GTV/Spider was transferred to Pininfarina Plant in San Giorgio Canavese in Turin. In 2003 there was another and final revamp, creating the Phase 3, also designed in Pininfarina but not by Enrico Fumia. The main changes were focused on the front with new 147-style grille and different front bumpers with offset numberplate holder. Change to the interior was minimal with different centre console and upholstery pattern and colours available. Instrument illumination colour was changed from green to red. Main specification change is an ASR traction control, not available for 2.0 TS Base model. New engines were introduced: 163  hp 2.0 JTS with direct petrol injection and 237 hp 3.2 V6 24V allowing a 158 mph top speed. Production ceased in late 2004, though some cars were still available for purchase till 2006. A total of 80,747 cars were made, and sales of the GTV and Spider were roughly equal. More V6 engined GTVs than Spiders were made, but in 2.0 guise, it was the other way round with the open model proving marginally more popular.

ASTON MARTIN

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

AUDI

This is the 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.

CITROEN

1934 saw the introduction of the Citroen’s revolutionary and mould-shattering front-wheel-drive semi-monocoque Citroën Traction Avant. The Traction endured a troubled and prolonged birth process, however, and was part of an ambitious investment programme which involved, also in 1934, the bankruptcy of the business, and its acquisition by Citroën’s principal creditor. The patron himself died in 1935. In this troubled situation, availability of the larger Rosalies (although re-engined with a turned-around version of the new Traction’s OHV four-cylinder engines) continued till 1938: it is only through the distorting prism of subsequent events that its reputation has been diminished when set against the technical brilliance of its successor. There were three examples of the Traction Avant here. Produced for over 20 years, many different versions were made during that time, all with the same styling outline, but with power outputs ranging from 7 to 15CV, and different wheelbases, as well as some with Coupe and Convertible body styles. There was even one model with a large opening tailgate, the Commerciale.

The GS filled the gap in Citroën’s range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroën CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974. The GS took 14 years to develop from initial design to launch. In 1956, Citroën developed a bubble car prototype to fill the gap in its range between the DS and the 2CV, known as the C10. Development continued with ideas like a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. Another iteration was the “C60,” which resembled an Ami 6 with a long, smooth nose. In 1963, development had moved to “Project F”, which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to “Project G”, which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica. On 24 August 1970, Citroën launched the production GS. The body style was as a Berline (a four-door saloon with three side windows), in a fastback style with a sharp Kammback. The aerodynamics gave the best drag coefficient of any vehicle at the time. Good aerodynamics enabled the car to make the best of the available power from its 1015cc flat four engine, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp to 60 bhp, but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio. Larger front brake discs were also fitted. Visually the GS bore little resemblance to any other car on the market, until the development of the larger Citroën CX in 1974. The fastback design, with a separate boot, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine. Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard. The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer. The GS was offered in four trims: G Special (base), GS Club (midrange), GS X (sports), and GS Pallas (luxury). The GS X and Pallas were only offered as saloons. The GS was also available, from September 1971, as a four door station estate and a similar two-door “service” van. The GS was facelifted in 1979 and given a hatchback, and renamed the GSA. This change reflected the growing popularity of small family hatchbacks in Europe since the launch of the Volkswagen Golf. Other modifications included a new grille, new plastic bumpers, new taillights, new hubcaps and new exterior door handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroën did not re-enter the small family hatchback market until the launch of the ZX in 1991. The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.

FERRARI

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

FORD

The Mark I Ford Escort was introduced in the UK at the end of 1967, making its show debut at Brussels Motor Show in January 1968, replacing the successful, long-running Anglia. The car was presented in continental Europe as a product of Ford’s European operation. Escort production commenced at the Halewood plant in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk. Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany. The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC’s Austin/Morris 1100 was beginning to show its age while Ford’s own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car’s UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the US. It was also stated that 60% of the two million Escorts had been built in Britain. In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I. Many of the German built Escorts were exported, notably to Benelux and Italy; from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well-established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12. Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe’s largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor. The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or three-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired “Coke bottle” waistline and the “dogbone” shaped front grille – arguably the car’s main stylistic feature. Similar Coke bottle styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) launched in 1970. Initially, the Escort was sold as a two-door saloon (with circular front headlights and rubber flooring on the “De Luxe” model). The “Super” model featured rectangular headlights, carpets, a cigar lighter and a water temperature gauge. A two-door estate was introduced at the end of March 1968 which, with the back seat folded down, provided a 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger, 7 1⁄2-inch-diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969. Underneath the bonnet was the Kent Crossflow engine in 1.1 and 1.3 litre versions. A 940 cc engine was also available in some export markets such as Italy and France. This tiny engine remained popular in Italy, where it was carried over for the Escort Mark II, but in France it was discontinued during 1972. There was a 1300GT performance version, with a tuned 1.3 L Crossflow (OHV) engine with a Weber carburettor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an “executive” version of the Escort was produced known as the “1300E”. This featured the same 13″ road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings. It is that car which was seen here.

The next generation Escort and Orion arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III’s fully independent layout). Initially the 1.3 L HCS, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units were carried over from the old model. This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling. The engines which had been carried over from the previous generation largely unmodified were also heavily criticised for their poor refinement. In early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec engine. The 150 PS RS2000 also appeared in the autumn of 1991 with a 16v version of the Sierra’s I4 2.0 L engine and also improved ride and handling meaning that this version of the Escort finally delivered on the road. Specifications, however, were also higher than before. The Escort was now available with items such as power steering, electric windows, central locking, electronic antilock brakes, and air conditioning. Some of these options were even available on some of the entry-level models. The first of many facelifts appeared in the autumn of 1992 and by the time production ended in 1998, Ford had made the car reasonably competitive. The stinging criticism clearly did hit home, as their next all new car, the Mondeo, was everything that this Escort had not been!

HONDA

In December 2007, Acura announced plans to launch a NSX successor by 2010, based on the styling of the front V10-engined Acura ASCC (Advanced Sports Car Concept). Despite prototypes being tested for production, just a year later, Honda announced that plans had been cancelled due to poor economic conditions. Instead, in March 2010, Honda unveiled the HSV-010 GT for participation in the Japanese SuperGT Championship. This car never reached production as a street-legal car. Reports that Honda was again developing a successor to the NSX remerged in April 2011. By December 2011, Honda officially announced a second generation NSX concept, which was unveiled the following month at the 2012 North American International Auto Show as the Acura NSX Concept. The production model was displayed three years later at the 2015 North American International Auto Show, for sale in 2016. Although the original name was retained, this time it was defined as “New Sports eXperience”. Unlike the first generation NSX which was manufactured in Japan, the new NSX was designed and engineered in Marysville, Ohio, at Honda’s plant, led by chief engineer Ted Klaus. The new NSX has a hybrid electric powertrain, with a 3.5 L twin-turbocharged V6 engine and three electric motors, two of which form part of the “SH-AWD” all wheel drive drivetrain, altogether capable of close to 600 hp. The transmission is a 9-speed dual-clutch automatic. Its body utilizes a space frame design—which is made from aluminium, ultra-high-strength steel, and other rigid and lightweight materials, some of which are the world’s first applications. The first production vehicle with VIN #001 was auctioned off by Barrett Jackson on 29 January 2016. NASCAR team owner Rick Hendrick won the auction with a bid for US$1,200,000. The entire bid was donated to the charities Pediatric Brain Tumor Foundation and  Camp Southern Ground. The first NSX rolled off the line in Ohio on 27 May 2016. Hendrick was there to drive it off. The first sales of the new NSX were registered in the second half of 2016.

LOTUS

Introduced in 1967,  the Elan +2 had a longer wheelbase and two rear seats and so was intended for those Lotus customers who needed space to carry (small) people in the back, without sacrificing the same basic principles which made the Elan so appealing. A fast and agile sport coupe, a number of different engines were fitted over the years, with the later models having 130 bhp and a 5 speed gearbox at their disposal, which gave a top speed of 120 mph and  0–60 acceleration of  7.9 seconds and  0-100 mph 21.8 seconds. 5,200 Elans +2 were made, with production ceasing in 1975. Fewer than 1,200 of these cars remain on the roads today. Their relative rarity, beautiful lines, impressive performance and practicality are the main factors for the rising interest on these cars among collectors.

MAZDA

The Mazda MX-5 (NC) is the third generation of the Mazda MX-5 manufactured from 2005 to 2015. At its introduction in 2005, it won the Car of the Year Japan Award and made Car and Driver’s 10Best list from 2006 to 2013. The NC is the first MX-5 generation to feature a retractable hardtop variant, with its roof being able to fold and unfold in 12 seconds without sacrificing trunk space. The exterior styling by Yasushi Nakamuta resembled the original design, but unlike the update from NA to NB, which was mostly a nose/tail/interior change, the NC shares no components with the NB, except for the fender-mounted turn signal lights on non-U.S. models (and rear differential internals). The chief designer of this model generation was Moray Callum. The 2003 Mazda Ibuki concept served as a preview of the new model. The suspension changed from a four-wheel double wishbone setup to a front wishbone/rear multilink setup, shared with the Mazda RX-8. Technologies including traction control and stability control were added to increase driveability. According to Car and Driver, the NC has a skidpad number of 0.90g. For the U.S., the engine was the 16-valve, 2.0 L MZR LF-VE DOHC I4, producing 170 bhp and 190 Nm (140 lb/ft) of torque coupled to either a 5-speed or a 6-speed manual transmission or 158 bhp with the optional 6-speed automatic transmission. A limited-slip differential was available with the 6-speed option. In Australia, the 2.0 L MZR was offered, rated at 158 bhp and 188 N⋅m (139 lb/ft) of torque and the 6-speed transmission and LSD are standard. In Europe, two engines were offered: the 2.0 L MZR LF-VE rated at 158 bhp and 188 Nm (139 lb/ft) of torque, coupled to the 6-speed manual transmission; and a new 1.8 L MZR L8-VE, rated at 126 bhp and 167 Nm (123 lb/ft), coupled to the 5-speed manual transmission. A six-speed automatic transmission, with steering wheel mounted paddle shifters, was optional. A test by Car and Driver magazine revealed a 0-60 mph time of 6.5 s for the 2.0 L U.S.-spec NC. Manufacturer figures for the European-spec model are: 0-100 km/h (62 mph) in 9.4 s for the 1.8 and 7.9 s for the 2.0. As of this generation, the car no longer complies with Japanese law’s maximum exterior width dimension for the mid-size vehicle tax class, making Japanese buyers liable for additional costs for ownership. In July 2006, Mazda debuted a Power Retractable Hard Top (PRHT) version of the NC with a two-piece folding hardtop, named MX-5 Roadster Coupé in Europe, Roadster Power Retractable Hard Top in Japan, and MX-5 Miata Power Retractable Hard Top in the U.S. and Canada. Designed by Webasto and constructed of polycarbonate, the top requires 12 seconds to raise or lower, and the first models were delivered to customers in late August 2006. The hardtop adds 36 kg (79 lb) to the weight of a comparably equipped soft-top, without diminishing trunk space when retracted. The PRHT omits the soft-top’s storage compartments behind the seats to accommodate the folding roof mechanism. Performance times are slightly affected with the weight increase, with the 0-100 km/h (62 mph) time increased to 9.6 s for the 1.8 and 8.2 seconds for the 2.0. Thanks to better aerodynamics, though, top speed is increased from 196 km/h (121.8 mph) to 200 km/h (124.3 mph) for the smaller-engined model and from 210 km/h (130 mph) to 215 km/h (134 mph) for the 2.0. These figures are for the European- versions. The MX-5 facelift was unveiled at the 2008 Paris Motor Show and Science Museum in London, and later at the 2009 Chicago Auto Show. The Japanese model went on sale on December 9, 2008 at Mazda and Mazda Anfini dealers. Major changes concern the restyled front which now incorporates elements from Mazda’s newer models like the larger grille and new head and fog lights. Further restyled elements include the side skirts, rear bumper and the tail lights. The soft-top Touring and Grand Touring models feature a mesh grille bordered by a chrome frame. The hardtop Roadster Coupe now features a mesh grille bordered by a chrome frame and chrome elements inside the headlamps and outer door handles. The instrument panel gained darker features and redesigned graphics for the gauges. To create more leg space in the cabin, a protrusion from the door pockets was eliminated. The 2.0 L; I4 engine was rated 167 bhp at 7,000 rpm and 190 Nm (140 lb/ft) at 5,000 rpm for the 5-speed manual transmission, 158 bhp at 6,700 rpm with the fuel cut-off at 7,200 rpm and 190 Nm (140 lb/ft) at 5,000 rpm for the automatic transmission. Engine redline was raised by 500 rpm to 7,200 rpm in manual model and fuel cut at 7,500 rpm. The suspension and gearbox have been fine-tuned; with the latter offering smoother shifts and an automatic transmission will be introduced in Europe for the first time.

MG

As one of Britain’s most popular classic cars, it was perhaps no surprise to find an example of the MGB here. Launched in October 1962, this car was produced for the next 18 years and it went on to become Britain’s best selling sports car.  When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples, but due to a high demand, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built, and although many of these were initially sold new in North America, a lot have been repatriated here.

MINI

The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows, although all Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones as a cost-saving measure. (The 1275 GT and Clubman retained the Hydrolastic system until June 1971, when they, too, switched to the rubber cone suspension of the original Minis.). In 1969, the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time. In the late 1970s, Innocenti introduced the Innocenti 90 and 120, Bertone-designed hatchbacks based on the Mini platform. Bertone also created a Mini Cooper equivalent, christened the Innocenti De Tomaso, that sported a 1275 cc engine similar to the MG Metro engine, but with an 11-stud head, a special inlet manifold, and used the “A” clutch instead of the “Verto” type. It also used homokinetic shafts instead of rubber couplings. The Mini was still popular in the UK, but appeared increasingly outdated in the face of newer and more practical rivals. Since the late 1960s, plans had been in place for a newer and more practical supermini to replace it, though the Mini was still the only car of this size built by British Leyland for the home market. The next modifications would come in 1976, though these were once again, very minor.

MITSUBISHI

Sure enough, the promised group of Mitsubishi cars did arrive, on schedule mid-morning. Around 50 of them. With the UK sales operation closed down, and even the heritage fleet sold off, it is down to owners and the Club to keep these cars going and it was nice to see such a variety here including some models that you rarely see any more.

The Mitsubishi Lancer (A70) is the first generation version of Mitsubishi’s long-running Lancer nameplate. When introduced in 1973, it filled the gap between the Minica kei car and the considerably larger Galant. It was a replacement for the Colt 1200, last sold in 1970. Although sedan production ended in 1979, vans continued on until 1985. This Lancer also formed the basis for the Lancer Celeste sports coupé of 1975 through to 1981. These Lancers were sold under a multitude of names in different markets. The Lancer A70 was launched in February 1973 in two- and four-door sedan form. It proved to be particularly successful in rallies, a claim Mitsubishi maintains to this day. The Lancer served to fill a gap in Mitsubishi’s lineup in the small to lower-medium segment of the growing Japanese market. Twelve models were launched, ranging from a basic 1.2-litre sedan to a more powerful 1600 GSR model, successful in rallying. There were three body styles (four if the Celeste liftback/coupé is included), two- and four-door sedans and a rarely seen five-door station wagon introduced in September 1973. In October 1975 the smallest engine was replaced by another 1.2-litre four, the 80 hp 4G36. In November, the entire engine lineup lost around eight–nine percent of its power, as a result of the stricter emissions standards for 1976. Reflecting a popular appearance during the 1970s, the Lancer adopted “coke bottle styling” on the sedan and wagon for this entire generation. Originally, the Lancer received an OHV 1.2-litre Neptune 4G42, an OHC 1.4-litre Saturn 4G33 or the larger 1.6-litre 4G32. Power outputs were 70 PS, 92 PS, and 100 PS respectively for what was called A71, A72 and A73 models. The 1600 GSR, introduced in September, used two Mikuni-made twin-barrel Solex carburettors for 110 PS at 6,700 rpm. This vehicle was sold as the Colt Lancer in the United Kingdom, Ireland and other European countries. In some Latin American countries, as for example, in El Salvador, the car initially was known as the Dodge Lancer. This reluctance to use the Mitsubishi brand in many export markets stemmed from a fear of buyer resistance amongst those who could still remember fighting Japanese pilots in Mitsubishi A6M Zeros. In the Australian market, the first generation models were initially sold under the Chrysler Valiant Lancer name, with approximately 11,800 units sold between late 1974 and 1979. The original LA series was released in September 1974 in two levels of specification, a basic two-door EL and the four-door GL sedan which offered a higher level of equipment. Only one engine was offered, the 1,439 cc single cam, alloy-head four-cylinder engine rated at 92 hp at 6,300 rpm. This could be paired with either an all-synchromesh four-speed manual, or a three-speed automatic. European market Lancers received the 1.2, 1.4 and 1.6-litre Saturn 80 engines, with claimed output of 55 PS, 68 PS, and 82 PS DIN (GSR). The 1.6-litre engine was reserved for the two-door version, while four-door sedans only received the 1.4. Top speeds were 150, 155, and 165 km/h. In November 1976 the Japanese market models received a facelift, losing the previous L-shaped/upright rear lamps in favour of wide rectangular units. Front indicators were enlarged and moved, and new bigger rubber bumpers were also added, and new grilles were introduced. This generation gradually became the A140-series in Japan, reflecting the introduction of new engines. Since it kept the 4G32 engine, the GSR was referred to as an A73 until the very end in spite of having received all of the bodywork modifications. As a response to the new emissions standards taking effect in 1978, the 1.2-litre Saturn engine was replaced by the new 70 PS Orion G11B (1,244 cc) in April 1977. This was the new lean-burning MCA-Jet engine, which was added to the existing Saturn 4G33 and 4G32 engines in June. Power for these (now G33B/G32B) was reduced to 82 PS and 86 PS. It was this series that emerged in the United States as the Dodge Colt for the 1977 model year (Plymouth Colt in Canada), taking over from a badge-engineered Mitsubishi Galant from the previous year. It was offered for one more model year before the Dodge Colt name was gradually transferred to the front wheel drive Mitsubishi Mirage. The very large safety bumpers used in the American market were added to certain models in the domestic range in March 1978 (GL Extra, GSL, GSR) as part of one last minor facelift. This facelift also introduced the larger 1.4-litre Orion engine (G12B), of 80 PS.

The third generation of the Galant was introduced in 1976, and was known as Galant Σ (Sigma). In many export markets the car was simply known as the Galant. At that time, the Dodge Colt in America was actually a Mitsubishi Lancer, not the Galant anymore, but nonetheless the Galant Wagon variant was sold with the Dodge Colt label in the US and Canada. In Australia, where the car was made locally at Chrysler’s Clovelly Park plant, it was marketed as the Chrysler Sigma and, after the 1980 buyout of Chrysler Australia by Mitsubishi, as the Mitsubishi Sigma. Australian content was quite high and included a locally made 2.6-litre ‘Astron’ four (introduced 1980) which, in December 1985, replaced the 1.6, 1.85 and two-litre engines used in other export markets. The wagon version was introduced in 1977, a little while after the sedans. A new two-door coupé was introduced in 1976 to replace the Galant GTO. It was known in Japan as the Galant Λ (Lambda). The coupé was sold in the United States between 1978 and 1980 as the Dodge Challenger and Plymouth Sapporo. In Australia the Lambda was marketed initially as the Chrysler Sigma Scorpion and later as the Mitsubishi Scorpion. Mitsubishi introduced the MCA-Jet engine for Japan and other emissions-controlled markets with its latest Galant. This incorporated the “Jet Valve”, a secondary intake valve which improved emissions without necessitating the need for a completely redesigned cylinder head. In 1978, Mitsubishi in Japan established a dedicated dealership sales channel called (Japanese: Galant Restaurant) to sell the Galant and other selected vehicles. After late 1977 the 1850 variant was discontinued, as Mitsubishi focussed their efforts on making the 1600 and the 2000 engines pass the new, stricter emissions standards. In Japan, the Galant range received a new variant in March 1978, known as Galant Sigma Eterna. This model has single rectangular headlights and different taillights. This model also sold as facelift model for selected markets in Europe, New Zealand and South America. Seven months later the twin round headlights front design was replaced with one featuring twin square headlights and also new taillights. Models with engines which passed the new 1978 standards changed from the A120 to the A130 range. Mitsubishi had limited resources, and the large choice of engines for the Galant lineup was reduced to one 1.6 and one 2.0, with 86 and 105 PS, at the beginning of the 1979 model year. Todd Motors initially assembled 1.6 GL, 1.85 GLX and two-litre GLS sedan models for New Zealand, with the GLS getting a five-speed manual transmission as standard with three-speed auto optional. These were the first NZ-assembled Mitsubishis to have rear screen demisters as standard. Early cars had conventional rod-suspended headliners developed locally to meet local content rules but these were notorious for collapsing on to the passengers’ heads and were quickly replaced by newly developed, glued-in moulded foam liners. The range was later revised to add the wagon and drop the 1.85-litre engine. The third generation Galant was the recipient of the Car of the Year award in South Africa in 1977. In South Africa, where it was built by the Sigma Motor Corporation, it was sold as the Colt Galant. Originally sold with the 1.6- and the 2.0-litre engines, the automatic-only 2.6-liter engine arrived in the middle of 1979 and was developed locally. The 2.6 arrived elsewhere only later. Mid-1979 was also when the facelifted (square headlights) model appeared in South Africa, with new “low-inertia” engines. Power output for the 2.0-litre remained at 88 hp, but period testers felt it more powerful than the previous version. Claimed, DIN power outputs in the European market were considerably lower than the JIS Gross ratings used in Japan. The 2-litre engine had a claimed realistic 85 PS in Europe, fewer than the 1.6 in Japan.

The Mitsubishi Galant Λ (Lambda) is a two-door, four-seat hardtop/notchback coupé built by Mitsubishi from 1976 until 1984. From 1978, it was exported under various names; such as the Mitsubishi Sapporo in Europe and South America (named for the Japanese city of Sapporo, which was considered to have positive international connotations after having hosted the 1972 Winter Olympics, the Dodge (Colt) Challenger and Plymouth Sapporo in North America and Puerto Rico, and the Chrysler Sigma Scorpion, Chrysler Scorpion and later the Mitsubishi Scorpion in Australia. It was also sold as a Sapporo in the United Kingdom under the Colt brand. Introduced in Japan in December 1976, the Lambda was described not as a coupé but a “personal luxury car”, as Mitsubishi already had the Lancer-based Celeste coupé in its line-up. It competed in Japan with the Toyota Crown, Nissan Cedric, Nissan Gloria, and the Mazda Cosmo coupes newly introduced to Japan. In Australia, the car was imported from Japan as a flagship model of Chrysler Australia’s successful Sigma range. In the mid-1970s, smaller personal luxury cars were a growing trend. Pursuing this market segment, the Lambda/Sapporo featured frameless door glass, canopy vinyl roofs, velour upholstered interiors, wheel covers with whitewall tires, and numerous power assists. In 1980, the second generation featured styled steel wheels with blackwall tyres, less chrome trim and interior courtesy lights, a fuse box with fuse built-in test light and under seat as well as console storage —’ and a radio antenna incorporated into the trunk lid. The wheelbase and bodywork were lengthened with a revised roofline while remaining within the Japanese Government dimension regulations. Revisions offered increased shoulder room, front and rear leg room, headroom and trunk capacity — and merited a new chassis code, shifting from A120 to A160. The shifter was moved closer to the driver, and ventilation was improved. The interior provided additional carpeting, acoustic dampening materials, and a double-thickness front bulkhead. For the 1987 model year, Mitsubishi resurrected the Sapporo name for their Mitsubishi Galant Sapporo. However, this version was an unrelated front-wheel drive, four-door sedan.

Mitsubishi launched the Mirage as a front-wheel drive three-door hatchback in March 1978, as a response to the 1973 oil crisis. A five-door hatchback on a longer wheelbase arrived in September. Since most overseas markets did not have the Minica kei car, the Mirage was usually sold as Mitsubishi’s entry-level model. Chassis codes were from A151 to 153 for the three-doors, with A155 and up used for the longer five-door version. Mirage featured four-wheel independent suspension, rack and pinion steering, plus front disc brakes. Power initially came from 1,244 and 1410 cc iterations of the familiar Orion engine, putting out 72 and 82 PS, respectively. Of particular note, the 1410 cc variant featured “modulated displacement”—a system that could shut down cylinders under cruising or idle conditions to reduce fuel consumption. Mitsubishi added the moderately more powerful 1.6-liter Saturn engine to the range in March 1979, for the 88 PS 1600 GT model. The Mirage also debuted Mitsubishi’s Super Shift transmission, a four-speed manual with a second lever for “low” and “high” range; effectively making the transmission an eight-speed unit. The Super Shift was not originally planned. However, Mitsubishi engineers had to make use of the existing Orion engine designed for rear-wheel drive applications making use of the longitudinal engine orientation. In the Mirage, sizing constraints as a result of the front-wheel drive layout required the engine to be mounted transversely, thus causing the carburettor to face forwards and run into icing issues. However, the primary implication of the Mirage’s powertrain orientation — and the issue that demanded the unconventional transmission — was the mounting of the transmission beneath the engine. This required the gearbox to take power down from the clutch, an action not possible directly as this would have dictated that the gearbox rotate in the opposite direction to that required. To overcome this, the use of an extra “idle” transfer shaft was necessitated. It was subsequently realized that for a cost no more than developing a new five-speed transmission, this shaft could be modified as a separate two-speed gearbox controlled by a secondary shift lever mounted alongside the main lever inside the cabin. The ratios on this transfer transmission were, in effect, “underdrives”—consequently marked on the second shift lever as a “power” mode due to increased performance granted by the lower gearing. In contrast, the higher overdrive setting was noted as “economy”. Mitsubishi called this a unique selling proposition. In February 1982, Mitsubishi facelifted the Mirage range. Distinguished by the installation of flusher fitting headlamps that extended into the fender panels, stylists also designed a new grille insert. The tail lights were larger, new firmer engine and transmission mounts were fitted, and a new, lighter and more rigid transmission case was developed. The dashboard was also updated, with rotating “satellite” buttons mounted within fingertip reach for light and wiper functions. Another new version for the Japanese market was the 1600SX, a well-equipped five-door automatic fitted with the 1600GT’s 88-PS engine. Many export markets, such as Europe and Australia received the Mirage under the Colt name. In the United Kingdom, where Colt was the marque itself, it was called the Colt 1200 and Colt 1400, after the engine displacements. In most of Europe, it was sold as the Mitsubishi Colt. The Lancer Fiore (sometimes called Lancer F) arrived in early 1983, which is also when the facelift appeared in Europe. European market models usually have the 1200 or the 1400 engine, with 55 or 70 PS on tap. Max power was reached at 5000 rather than 5500 rpm for the Japanese market models, and they were fitted with somewhat gentler cams for a less peaky power delivery. Some European markets also received the 105 PS Turbo model, which arrived in late 1982. After the introduction of the second generation Mirage/Colt, the original model remained available in Belgium (at least) as the “Mitsubishi Magnum”, only offered as a three-door with the smallest engine and bare-bones equipment.

In 1979, the Lancer EX was presented in Japan. Its revised styling with integrated plastic bumpers reflected that of the recently introduced Galant and Sapporo. This generation is only available as 4-door sedan, while the previous generation Celeste coupé and wagon/van were continued for a few more years. More spacious, it grew in all dimensions. Only two engines were offered at first, a 1.4-litre MCA-Jet equipped engine paired with Mitsubishi’s Silent Shaft Technology, which generated 80 P and a 1.6-litre engine that generated 85 PS. The MCA-Jet system was an entirely new concept when compared with the previously used carburettor system. The MCA stands for Mitsubishi Clean Air which meant that the EX passed both Japan and US emission standards, while the new cylinder head design of the engine gave way for a Jet valve which introduced an extra swirl of air to the combustion chamber, swirling the fuel-air mixture for a cleaner, efficient and more thorough burn. Another innovation in the Lancer lineup was marketed as Silent Shaft Technology, consisting of two counterbalancing shafts that rotated in opposite directions, cancelling the power pulses inherent in an inline four-cylinder engine. This reduced both engine noise and vibration, and provided a smoother driving experience. The 1.8-litre Sirius 80 engines were then introduced in the Lancer in 1980, expanding the Lancer’s range of engines. Also, a turbocharged, 135 PS engine was added in 1980 for sportier performance, and an intercooler system was also integrated in the existing turbocharged engine to produce 160 PS in 1983. In 1980, The Lancer EX was introduced with a 1.8-litre turbocharged inline-four option known as the 1800GSR and GT Turbo. The first generation 1800GSR and GT were only available with a turbocharged, non-intercooled 135 PS. In Europe, the Lancer EX sold well as its restrained styling better matched the desires of European buyers than its somewhat fussy predecessor. Other considerations concerned handling and also the demand for more passenger room, as Mitsubishi tailored the Lancer towards European consumers. It went on sale locally after making its European premier at the 1979 Frankfurt Show. Unlike in Japan at the time of introduction, European buyers could get a 1.2-litre option which suited local tax conditions. This engine later did become available in Japan as well, beginning in May 1981, but was discontinued in 1983 after the introduction of the smaller Lancer Fiore. Claimed outputs in Europe were lower than in the domestic market because of the net rating, with the 1200, 1400, and 1600 being good for 54, 67, and 80 hp respectively. Here, the Lancer EX was also offered with a turbocharged 2.0-litre SOHC engine, known as the Lancer EX2000 Turbo. It achieved a maximum output of 168 hp and managed a top speed of 200 km/h (124 mph). This model was equipped with Electronically Controlled Injection (ECI). A rally version of the Lancer 2000 Turbo was made and homologated for Group 4 and Group B, made out 276 hp. At home, sales of the turbo model were low because of emission regulations Japan imposed at that time.

Introduced in 1980, Mitsubishi’s fourth iteration of the Galant Σ (Sigma)/Eterna Σ (Sigma) debuted many new innovations for Mitsubishi. The car was sold as the Mitsubishi Galant in most export markets, although in both Australia and New Zealand it was known as the Mitsubishi Sigma. The fourth generation sedan and coupé were both slightly larger than the third generation cars. Additional emphasis was given to ergonomics, aerodynamics, and safety. Shoulder room, leg room, and head space were all increased, and the trunk was slightly enlarged for more luggage capacity. The interior was made quieter with additional carpeting and other acoustic dampening materials and a double-thickness front bulkhead. The wagon version was also changed, although from the firewall back the vehicle remained the same as the previous version. Their new ‘Sirius’ engine was offered in turbocharged form for performance enthusiasts in some markets, with 145 PS for Japanese market cars and 156 PS for those export markets unencumbered by strict emissions rules. A new electronic fuel injection system was introduced on some versions of the gasoline Astron engine. For economy, an ‘Astron’ 4D55, the first turbo-diesel engine in a Japanese passenger car, was also offered. Unusually, the fourth Galant was never offered with a naturally aspirated diesel engine. The 2.3 Turbo D has 84 PS, enough to be considered “sporty” at the time, and was first shown at the 1980 Paris Motor Show. The diesel had some initial reliability issues; a redesigned cylinder head which appeared in 1982 took care of the problems. This model proved very popular in some markets, such as the BeNeLux countries, where it helped establish Mitsubishi in general and the Galant in particular. For the second generation in a row Mitsubishi could claim to be building an award-winning car, as this was chosen as Car of the Year in New Zealand in 1981. The cars sold there were again locally assembled with 1.6 and two-litre engines, and a choice of transmissions and trim. As elsewhere, the wagon versions carried over the old body style with a new nose and interior. Production of the wagon version continued in Australia until 1987 when it was replaced by the new Magna. From 1982 to 1983, some of the Australian Sigmas, which had the carried-over 2.0 or 2.6-litre locally made inline-four engine, were exported to the United Kingdom with the Lonsdale badge, in an effort at circumventing the voluntary import quota restrictions adopted by Japanese manufacturers. However the car was unsuccessful, and for 1983 and 1984 it carried Mitsubishi Sigma badges in the UK before imports were finally discontinued.

The Mitsubishi Starion is a two-door, turbocharged four-cylinder rear-wheel drive four-seat fastback sports car manufactured and marketed by Mitsubishi from 1982 until 1989 — with badge engineered variants marketed in North America as the Conquest, under the Chrysler, Dodge, and Plymouth brands. The Starion was one of the first modern Japanese turbocharged performance automobiles with electronic fuel injection. Mitsubishi began marketing the Starion in 1982, during a period in which a number of Japanese grand tourer (GT) sports cars were available, including the Nissan Z cars, Mazda RX-7, Toyota Supra and to a lesser extent, the Honda Prelude, Isuzu Piazza and Subaru XT. The Starion was marketed in the US as the Mitsubishi Starion and badge engineered variants of it were marketed as the Dodge, Plymouth and Chrysler Conquest. In the UK it was sold as the Colt Starion. It was manufactured in two body configurations, a narrowbody and widebody; the narrower style complied with Japanese exterior dimension regulations taxing larger vehicles and engine displacement exceeding two liters. Only the narrowbody was offered through the 1985.5 model year. The introduction of the widebody also split the car into two ranges: a non-intercooled lower-horsepower car using the narrow body style and a high-performance intercooled widebody. In most markets, widebody cars were given the label of Starion ESI-R or Conquest TSi. Markets that never received the widebody had the ESI-R label, these cars had similar performance as the widebodies. Widebody cars were offered in 1986–1989 model years in the US. The Starion was featured in the 1984 movie Cannonball Run II. Mitsubishi says “Starion” is a contraction of “Star of Arion” — and refers to both a star and the mythical horse, Arion. The cover of the original Japanese Starion sales brochure, published by Mitsubishi (May 1982) carried the text: “the name STARION — derived from the combination of star and Arion, Hercules’ horse in Greek mythology, symbolizes a sense of the universe, and of power and high performance.” Several sources attribute the name to struggles by Japanese engineers to pronounce the word stallion. An early Japanese television commercial for the Starion closed with a logo of a stallion’s head with the word “Starion” below it. One translation of the voiceover says the name refers to a star and the mythical horse, Arion. The Mitsubishi Colt and Mitsubishi Eclipse featured equine names, with the Eclipse named after the champion racehorse. The Starion uses a traditional front-mounted engine with rear-wheel drive layout. Many came with a limited slip differential and anti-lock brakes (single channel, rear wheels only) as standard features. The entire chassis was derived from the previous high-performance variant of the Mitsubishi Sapporo or Mitsubishi Galant Lambda sports coupé, with a MacPherson strut suspension and sway bars that were fitted to the front and rear. Rack and pinion steering was not offered, instead gearbox steering was standard on all models. Engine capacity differed between markets. American customers received the larger SOHC Astron G54B 2.6 L engine. Most markets received the SOHC 2.0 L Sirius G63B engine, subsequently featured in DOHC form in later Mitsubishi sport compacts such as the Mitsubishi Lancer Evolution. Both the 2.0 L and the 2.6 L produced roughly the same horsepower, the larger 2.6 L did have a slight torque advantage and the 2.0L had a higher redline. Reporters of the time considered the 2.0l to be peaky and exciting, while the American market 2.6l had plenty of torque, but was less rewarding. Both engines featured computer-controlled fuel injection and turbocharging. After 1987, European Starion models were also fitted with the 2.6 L engine, as was the GSR-VR for Japan. The move to the 2.6 L in all markets was spurred by emissions restrictions around the world tightening to meet the American standards for lead in fuels. Reviews during the change were negative as many felt the car was slower, for most of these markets this was the case as the engine change also coincided with a move to the heavier body style. From 1984 until 1987 in Japan a 12-valve (two intake, one exhaust) SOHC intercooled version of the 2.0 L G63B was made available in the top-spec GSR-V (and some GSR-VR) trim grade Starions. This setup was known as the Dual Action Super Head (or DASH for short) due to its ability to activate the third intake valve above a certain RPM, thereby increasing top end response, flow and overall engine performance. Redline was increased to 7000 rpm on these models. Horsepower for the turbocharged models ranged between 145 and 200 PS depending upon which turbocharger was fitted, the presence of an intercooler, and whether the 8-valve or 12-valve head was used. A naturally aspirated version known as the GX was offered in the Japanese market, with production ending in 1983. The Starion GX was offered without power windows, air conditioning, independent rear suspension, fuel injection or power-assisted steering. Seating was a 2+2 with rear seats unsuitable for large adults. The front seats were adjustable for lumbar, angle, knee support, position and featured variable-angle side-braces. Front seat belts were located in the doors for the driver and front passenger. 1987 and later American models featured electrically operated seat belts. Newer models also featured power windows that remained powered up to 30 seconds after the engine was turned off. In Japan, some of the early cars built still featured fender-mounted mirrors in the traditional Japanese style. A five-speed manual transmission was standard in most models, however, an automatic transmission was sold as an option in some markets. Later upgrades to the model included an intercooler, five-lug wheels replacing the four-bolt wheels it had shared with the rear wheel drive Mitsubishi Galant Lambda, rear power train changes from four- to six-bolt axles, various fuel management upgrades and upgrades to the transmission. For the 1989 and 1989 model years, an optional handling package was added. Mitsubishi referred to it as the “Sports Handling Package”, option code SH. Chrysler referred to it as the “Performance Handling Package”, option code AGA. Both variants are commonly referred to as SHP. The SHP package included adjustable front and rear struts,1 inch wider wheels (from 16 x 7 to 16 x 8 front and 16 x 8 to 16 x 9 rear), and wider tires (225/50 and 245/45). The package can be retrofitted to earlier pre-widebody cars but includes converting to 5-lug hubs from the 4-lug hubs. The drag coefficient was around 0.32, superior to the Mazda RX-7 and the Nissan 300ZX upon its release. Notable aftermarket upgrades include multi-port injection (MPI) consisting of standalone engine management (programmable computers) to control individual fuel injectors, one per cylinder versus the stock PCI-ECM two injector system. Two injector systems, primary (idle injector) and secondary (boost injector) non-sequential firing (1983–1986) and sequential firing (1987–1989).

The Mitsubishi Cordia is a compact hatchback-coupé manufactured between 1982 and 1990. Alongside the Tredia and Starion, the Cordia is one of the first cars imported and sold in the United States by Mitsubishi without the help of Chrysler Corporation, which owned a stake in Mitsubishi and sold its models as captive imports. The Cordia XP was the model sold at the Japanese Car Plaza retail chain, while the Cordia XG was sold at the Galant Shop chain. The Cordia XG model had a somewhat smaller front grille. The Cordia was one of the first mass-market cars to offer an optional electronic instrument cluster using a liquid-crystal display (LCD). Offered between the existing Mitsubishi Starion, Galant and Lancer models, the Cordia (along with the Tredia) used front-wheel drive and was similar in design to the Mirage, with the exception of its larger size. To further set the Cordia apart from its saloon counterpart, it received a deeper fascia which embraced the driver. Mitsubishi incorporated MacPherson strut/beam axle suspension, front disc brakes, manual or automatic transmission, and a choice of three engines: a 68 bhp 1.4-litre, a 74–87 bhp 1.6-litre, and a 112 bhp turbocharged 1.6-litre engine. Some export markets also received a carb-fed 110 bhp 1.6-litre. A US version of the 2.0-litre generated 88 bhp for the 1984 model. The cars received a mild facelift in 1983 and the option of four-wheel drive was offered in 1984 in Japanese domestic markets. The engines were modified in 1985 to allow the cars to run on unleaded fuel with the introduction of a 1.8-litre in both 100 hp naturally aspirated and Turbocharged variants output at 135 bhp in Europe and the UK and 116 bhp in the USA to cope with the lower 87 octane unleaded gasoline. The Cordia sold in the United States until the 1988 model year. Japanese manufacture was discontinued in 1990. In Australia, the Cordia AA series was released in late 1983. An update, titled AB Series, arrived with a different grille, upgraded interior other minor changes in 1984. The final AC model was modified to run on unleaded fuel in late 1985. Two trim levels were available, the naturally aspirated 1.8-litre GSL and the turbocharged GSR. The early (leaded) GSRs were fitted with 13-inch alloy wheels; unleaded cars came fitted with chrome alloy 14-inch wheels. The 1800 Turbocharged Cordias were considered great performers at the time in the Australian market, which produced 150 bhp at 6,000 rpm. It was able to achieve the 1/4 mile (400 metres) in 15.9 seconds and a top speed of over 200 km/h (124 mph), strong performance for a 1.8-liter car in the mid-1980s and boasting similar performance to cars approximately 3 times its price, making it the performance bargain of the mid-1980s in Australia. When released in mid 1984 with its 4G62T 8-valve ECI (Electronically Controlled Injection) engine, the GSR AA and AB Turbo versions were something of a four-cylinder performance phenomenon, exciting the Australian motoring press and car enthusiasts alike. The last incarnation of the GSR, the AC model, was officially released January 1, 1986 to comply to the Australian government’s new emissions requirements and was heavily detuned to run on the 91 octane unleaded fuel available at the time; output was dropped by almost 20 percent to 90KW to cope with this. This markedly reduced the performance of both the normally aspirated and turbocharged models. Production ceased in 1988

The first generation Pajero (Shogun in the UK) made its debut at the Tokyo Motor Show in October 1981, and was launched in May 1982, officially replacing the Mitsubishi Jeep Delivery Wagon. Initially, it was a three-door, short-wheelbase model available with a metal or canvas top and three different engines options, although more were gradually added, ending with a 3.0-litre V6 on top of the range. It included features which were unusual for a four-wheel-drive vehicle: a turbocharged diesel engine, a front double wishbone suspension with torsion bar springs, power steering and suspension seats. In February 1983, Mitsubishi introduced a long-wheelbase, five-door model, available with a choice of two different engines; a 2.0-litre turbocharged petrol (badged as “2.0 Turbo” and “2000 Turbo” in some markets) and a 2.3-litre turbocharged diesel. It also came in Standard, Semi-High Roof and High Roof body styles. Outside of Japan there was also the 2.6-liter petrol four, which produced 103 PS in European trim. The long-wheelbase model increased seating capacity to seven, with available third row seats, which could be folded to the sides for additional trunk space or combined with second row seats to form a bed. In 1984, the Pajero received turbo diesel engines with higher power/torque ratings, whilst the long-wheelbase models received standard four-wheel disc brakes and four-way adjustable shock absorbers as standard equipment later in 1985. A flagship model was introduced in 1987 with the badge ‘Exceed’, with two-tone paint, 15-inch alloy wheels, light brown interior, two-stage front heated seats, adjustable suspension seats, rear-air conditioning, remote locking and unlocking tailgate, wool plaid seat and door trim, leather headrests, a three-spoke steering wheel and a sound system with radio/cassette. JDM Super Exceed models featured additional amber spotlights, a steel bullbar, an enhanced audio system and other Japanese market-specific additions such as illuminated corner positioning poles. In 1987, a version of the Pajero/Montero was rebadged by Dodge as the Raider, which ran through 1989. In 1988, a 3.0-litre SOHC V6 engine was made available across the range, alongside a 2.5-litre turbo diesel engine, with the first intercooler fitted to a 4×4. The long-wheelbase models received a coil link suspension system for better ride comfort and off-road ability. The 1988 and onward model was available with a 3-door body for a short wheelbase (SWB) or a 5-door body for a long-wheelbase (LWB). Engines included a 2.6 L I4 with 110 hp, a 3.0 L V6 with EFI and 139 hp and a turbocharged 2.5 L OHC diesel I4 with 83 hp or an intercooled 94 hp. Part-time four-wheel drive was standard on all models. The first generation platform was later built under license by Hyundai Precision Products as the Hyundai Galloper from 1991 to 2003, and exported to Europe for a brief time starting in 1997. When it was first introduced, the appearance was nearly indistinguishable from the first-generation Pajero. For the revised Galloper introduced in 1997, the Galloper’s body was restyled to appear similar to the second generation Pajeros, but the chassis was the same, using the first generation Pajero mechanicals

A fifth-generation Galant model shifted to front-wheel drive in August 1983 as a four-door sedan and four-door hardtop (with different styling). The design continued the direction started with the Tredia, albeit with more harmonious proportions. Drag resistance was down to an average Cd=0.36. All new chassis numbers, from E11A to E19A, marked the change. External dimensions all grew, but only marginally, while the wheelbase was 7 cm (2.8 in) longer. Thanks to the more compact drivetrain, however, passenger space increased noticeably and the boot grew from 272 to 360 L (9.6 to 12.7 cu ft) while the liftover edge was significantly lowered. Weight distribution was distinctly towards the front, with 64.47% of the car’s weight over the front wheels for the turbodiesel. In the Japanese market there was also a parallel “Eterna” lineup with very minor differences in appearance and equipment. This generation formed the basis of the widened (by 4 inches/100 mm) Mitsubishi Magna produced in Australia from 1985, the same year in which Mitsubishi won Bild am Sonntag’s Das Goldene Lenkrad (Golden Steering Wheel) award in Germany for the Galant and Wheels magazine’s Car of the Year for the Magna. Mitsubishi Motors codenamed these cars as “YF” and “YFW”—”W” for “wide”, respectively. The station wagon version was effectively replaced by the Chariot/Space Wagon in most markets. The Galant was the third Japanese car to adopt four-wheel anti-lock brakes, using Bosch’s ABS system. Vehicles in Japan installed with the four-speed transmission were equipped with what Mitsubishi called Super Shift, essentially installing a transfer case, without adding another driveshaft to the rear wheels. Super Shift was no longer offered with the introduction of the five-speed manual transmission. Exports began about a year after introduction. European and rest-of-the-world trim levels were often engine-specific, depending on the market: At the time of introduction, GL and GLX models were offered with either 1.6-litre or 1.8-litre engines, GLS models had 2.0-litre engines (badged 2000 GLS; in some markets there was also a 2000 GLX) and Diesel versions had a 1.8-litre Sirius turbo-diesel engine. The diesel model received GL or GLX trim, although in some markets it was simply the 1800 TD. A fuel injected 150 PS 2000 Turbo was also available in some export markets. The TD and the Turbo both received standard power steering. Equipment levels in Japan had more interesting names, ranging from the LS and LG via Super Saloon, Super Touring, Super Exceed, and GSR-X up to the most luxurious Royal. The top models for Japan (the “Super Exceed” sedan or “VR” hardtop) were powered by the 200 PS (JIS gross, later only 170 PS were claimed) turbocharged and intercooled “Sirius Dash 3/2 valve” engine. This engine switched between using two and three valves per cylinder to combine high top-end power with low-end drivability as well being economical in operation. Beginning in October 1986, the all-new 2-liter Cyclone V6 engine was installed in the Galant/Eterna, sedans as well as hardtops, shared with the all-new executive limousine Debonair. Some of the V6 variants received electrically retractable door mirrors and electronically controlled power steering. Sales in the United States began with the 1985 model year, joining the new Mitsubishi dealership network that started operations in 1981. This was the first time the Galant series was sold stateside since the station wagon was marketed as a Dodge Colt a few years earlier. The mid-model refresh was offered for 1987, adding redesigned seats and the availability of a five-speed manual transmission and leather upholstery, and remained until 1990, sold alongside the sixth generation Galant. The widened Australian-made version, however, remained in production until 1991 when it was replaced by a new generation Magna, whereas the Japanese hardtop range was produced until it was replaced by the new Sigma/Diamante version in 1990. In addition, the taxi-spec sedan remained in production for Japanese commercial use until December 1999, when Mitsubishi abandoned that market. The taxi was only available with an LPG-powered 1.8-litre engine, originally the 4G37. From October 1986 the Taxi (and driving school model) was fitted with Mitsubishi’s new “Cyclone” combustion chamber design. At the end of October 1990, the Galant Σ Taxi received a light update and a reshuffle of the models. There was a base L model and a better equipped LG with body-coloured bumpers. The modification included three-point belts in the rear seat, a high-mounted brake light, adjusted gearing, a flattened rear seat squab, larger radiator, and a larger washer fluid tank, amongst other detail improvements. A five-speed manual, or three- or four-speed automatics were on offer. Target production was around 1,200 units per year. For its last three years of production, this model received an LPG-version of the 1834 cc “4G93” engine.

Mitsubishi introduced the more rounded, third-generation Mirage to Japan in October 1987. Masaru Furukawa headed the vehicle design, with Yasukichi Akamatsu given the role of chief engineer. The basic model, a three-door hatchback with upright tailgate and large glasshouse arrived first. The sedan, released to Japan in January 1988 was stylistically distinct with almost vertical rear glass, influenced by the larger Galant. The range was complemented by a five-door liftback in June 1988, but without a station wagon variant, Mitsubishi persevered with the previous model until the release of a new wagon on the fourth generation chassis. As before, Mirage, Colt, and Lancer naming varied between markets with different body shapes often having different titles in the same market. In Japan, sedans were available with the Mirage and Lancer nameplates, while the three-door was sold only as Mirage, and the liftback only as Lancer. Japanese Mirage sedans usually featured the “Vie Saloon” suffix. Engines available were 1.3- and 1.5-liter Orion gasoline inline-fours and 1.8-liter Saturn gasoline inline-four. For Greece only, a 1.2-liter version of Orion engine available in the entry-level models outputted 65 PS. The 1.8-liter Sirius diesel carried over from the previous shape. In Japan, four-wheel-drive versions were also available, fitted with the carbureted 1.5 and fuel-injected 1.6-liter gasoline engines, or 1.8-liter diesel. The top Mirages in Japan were called the “Cyborg”, featuring the turbocharged 1.6-liter engine developing 145 PS — the same unit as fitted to the Lancer GSR sedan.

In October 1987 the same platform was used for a sixth-generation Galant which adopted taller, rounded styling. This generation won the Car of the Year Japan award in 1987 and the GS model became Motor Trend’s Import Car of the Year in 1989. This Galant began American sales in 1989, side by side with the previous generation Sigma. Mitsubishi developed Dynamic ECS adaptive air suspension, the world’s first production semi-active electronically controlled suspension system in passenger cars; the system was first incorporated in the 1987 Galant model. The Galant range underwent a minor facelift in 1991, with new grilles and other modifications. Also in 1991, Mitsubishi Motors Company completed a new assembly facility at Barcelona, Venezuela, with the Galant being one of the first models produced. It was sold there until 1994 under the ZX, MF, MS and MX names, which identified the various levels of equipment and transmission. The Sigma designation disappeared with the 1990 model. A new hardtop liftback model was added in 1988, called the (Japanese: Mitsubishi Eterna). and in Japan, the Eterna was only sold at a specific retail chain called Car Plaza. This generation Galant was also sold in Canada as the Dodge 2000 GTX and Eagle 2000 GTX. The five-door liftback version was never offered in North America, where buyers prefer traditional sedans. In most of the world, the sixth generation Galant was replaced towards the end of 1992, but North American sales only ended in 1994, when the next generation Galant arrived there. A limited edition based on the GTi-16v model was introduced in 1989, modified by German tuning company AMG (owned by Mercedes-Benz since 1999), with mildly uprated engine (170 PS or 168 hp) and unique body kit, alloy wheels, and full leather interior. The AMG appearance treatment was also achieved on the Debonair for 1986. It, along with the Debonair, were the only Japanese cars that received the AMG treatment. The sixth generation was also the first to see the introduction of the VR-4 variant, which was the basis for Mitsubishi’s participation in the 1988–1992 World Rally Championships. The Galant’s 4G63 two-litre DOHC turbocharged engine and 4WD transmission was later adopted for the Mitsubishi Lancer Evolution with little modification and would remain in production for fifteen years. Starting in 1989, the Mitsubishi Galant V-series were produced for the Japanese market as a sporty alternative to the regular Galant range. The lineup consisted of Viento and VX-S/VZ-S models featuring the higher output 1.8 and 2.0 Turbo DOHC engines with both automatic and manual transmissions available. The V-series featured the VR-4 interior, exterior design and updated bumpers (without side skirts), clear indicator lens covers, optional two-tone body paint, as well as standard air conditioning, full electrics, rear windscreen wiper, spoiler and alloy wheels. Fans sometimes call this car the “Evo Zero” but this was never more than a nickname as the Evolution series is Lancer-based.

Following the successful showing of the Mitsubishi HSR and Mitsubishi HSX concept cars at the 1989 Tokyo Motor Show, Mitsubishi developed a production car which they called the 3000 GTO as a technologically advanced 2+2 seater sports coupe to compete with the Honda NSX, Mazda RX-7, Nissan 300ZX, Skyline GT-R, Subaru SVX and the Toyota Supra. They resurrected the GTO name, last used in the mid 1970s and the top spec Galant Coupe model, and the car went on to serve as Mitsubishi’s flagship for the remainder of the decade. However, despite the cachet of the badge at home, it was marketed as the Mitsubishi 3000GT and as the Dodge Stealth outside Japan; the company was concerned that connoisseurs would object to the evocative nameplate from the highly regarded Ferrari 250 GTO and Pontiac GTO being used on a Japanese vehicle. However, regardless of its badge or eventual target market, every car was built on the same production line at Mitsubishi’s plant in Nagoya, Japan. Its introduction in Japan in 1990 was unfortunately timed, as it coincided with the softening of the Japanese economy, known as the “bubble economy” which had an effect on sales. The car was packed with technology and many of Mitsubishi’s contemporary performance-enhancing technologies, such as full-time four-wheel drive, four-wheel steering, active aerodynamics featuring automatically adjusting front and rear spoilers, sport/tour exhaust modes and electronically controlled suspension (ECS). These “Active Aerodynamics” were not used on the Dodge Stealth. Visually, both the GTO/3000GT and Stealth featured pop-up headlights and noticeable “caps” on the bonnet to accommodate the ECS controllers at the top of the strut turrets. However the rest of factory body kit differed in styling with their respective badges. Most notable are the Dodge signature cross-hairs on the Stealth front bumper fascia, Ferrari inspired gills on the 3000GT rocker panels, Crescent shaped spoiler on the Stealth commonly referred to as the “Banana Wing” and front Active Aero air dam on 3000GT VR4. A mildly revised second generation car appeared in 1994. As the price increased, Mitsubishi also steadily removed some of the or costly (and gimmicky) technology features, and towards the end of production the front end was revised to incorporate fixed rather than pop up headlights. The car was phased out in 1999 for all markets apart from Japan, where it ran for another year. I was quite surprised to find two of them here. Talking with the owners, they told me these are both Japanese market cars, as indeed are most of the examples that you will see in the UK these days. The UK market cars have generally all rotted away, whereas the Japanese ones – despite popular rumour at lack of rust protection – have actually survived.

Mitsubishi redesigned the Pajeros for a second generation, which debuted in January 1991, although exports did not commence until later in the year. Just about everything was now new and further enhanced. A new, larger body was available in four different versions; Metal Top, Canvas Top Convertible (short wheelbase), Semi High Roof Wagon and High Roof Wagon (long wheelbase). The short wheelbase models were stretched by 70 millimetres (2.8 in) and the long-wheelbase models by 30 millimetres (1.2 in). The available engines included a 3.0-litre 12-valve SOHC V6 (6G72) with ECI-Multi electronic fuel injection and a 2.5-litre turbocharged diesel engine (4D56T) with an intercooler. The 4D56T used a top-mounted intercooler with an innovative method of providing airflow. Using two hidden scoops at the top of the grille, these guided air through two ducts in the bonnet that merged into one above the intercooler. The high location and solid bonnet (no scoop or grille) protected the intercooler better than a more exposed location, while also keeping the piping short, resulting in less boost lag. While enhancing durability, this method of airflow is less efficient than a standard top-mounted scoop as the air that flowed through these channels was warmed by rising engine heat. This design was replaced by a standard top-mounted intercooler scoop in later 4M40 models. The second generation also saw the introduction of Super Select 4WD (SS4) [known as Active Trac 4WD in some markets], Multi-Mode ABS and electronic shock absorbers which were firsts on Japanese four-wheel drives. SS4 was ground-breaking in the sense that it combined the advantages of part-time and full-time four-wheel drive with four available options: 2H (high-range rear-wheel drive), 4H (high-range full-time four-wheel drive), 4HLc (high-range four-wheel drive with locked centre differential) and 4LLc (low-range four-wheel drive with locked centre differential). Another advantage of this second generation system is that it gave the driver the ability to switch between two-wheel drive and full-time four-wheel drive at speeds up to 80 km/h (50 mph), whereas the first generation Pajero which used a traditional 4WD system had to be stationary to switch from rear-wheel drive to four-wheel drive (but not from four-wheel drive back to rear-wheel drive). In addition to the SS4, a pneumatic locking differential was included as a factory option. The transfer case is required to be in 4HLc or 4LLc to engage the rear locking differential. Multi-mode ABS, on the other hand, was equally innovative. This meant ABS would be fully functional in all modes of SS4, as braking with a locked centre differential requires completely different braking parameters. Additionally, vehicles were fitted with load proportioning valves which used spring loaded levers on the differential that compressed when payload was increased, subsequently automatically providing more braking force when the vehicle was heavily laden. The new electronic shock absorber was also factory option with three settings: S (Soft), M (Medium), and H (Hard). This allowed the driver to change ride quality and handling depending on road conditions via a switch on centre console. Depending on the market, some Pajeros came equipped with an optional “Winter Package” that included dual batteries, heated front seats, heated door mirrors and a rear cabin heater. JDM (Japanese Domestic Market) versions of the Pajero came fitted with chrome front and rear bumpers while export models typically featured powdercoated blue-grey bumpers with embedded brake and indicator lights on the rear. In July 1993, two new power plants were introduced; a 3.5-litre 24-valve DOHC with ECI-Multi and a 2.8-litre turbocharged diesel with an intercooler. A new, larger transmission and transfer case was also part of the upgrade. In 1996 the 3.0 V6 engine was revised, staying SOHC but changing to 24 valves. At the same time the ignition system was upgraded from the old distributor system to solid state coil packs. Power increased to 177 hp. The 2.4 L engine was introduced as a smaller power plant; available only in the SWB with revised minor interior and exterior. The Pajero Evolution (V55) was introduced in October 1997, which was developed in specifically to meet homologation requirements for the Paris – Dakar Rally’s T2 Class, which a minimum volume of production vehicles to be produced on which the rally car would be based on. The Pajero Evolution was designed from the ground up as a dedicated rally vehicle. It came standard with a 3.5-litre 24-valve DOHC V6 with Mitsubishi Innovative Valve Timing and Electronic Lift Control (MIVEC). A new, dual plenum variable intake helped increase power and a new, long-travel independent rear suspension made the ride even smoother. This fully independent suspension design set the underpinnings for what would be implemented in the third generation Pajero. In 1998, vehicles destined for General Export and the GCC (Gulf Cooperation Council countries) received a facelift. Wider fenders, new headlights, grille, bumper, fog lights and sidesteps were all part of the redesign. The wide fenders are often called “blister flare fenders”. Driver and front-passenger SRS airbags were made standard on models equipped with the 3.5-litre DOHC V6 engine, whilst still remaining optional on GLS models with the 3.0-litre SOHC V6. 1080 of these units were also assembled in Iran by Bahman Khodro Group before being taken off production. An upgraded interior wood trim was made available on 3.0-litre GLS and 3.5-litre models. A leather-wrapped or leather and wood trim steering wheel was also made available, alongside an upgraded suspension and steering system. The 3.0-litre 12-valve SOHC engine was now available with a 24-valve configuration. Models without wide fenders remained as base models (GLX), available with a 2.4-litre 16-valve DOHC engine, producing 147 hp. The 3.0-litre 12-valve engine was optional on these GLX models, and remained the base engine on the GLS. The second generation was introduced on 22 January 1991 and manufactured in Japan until 1999. It retained the two body styles, but design was rounder and more city-friendly than the previous bulky model. The 3.0 L V6 petrol engine was retained, now available with a 24-valve head, capable of 182 hp, while the 2.5 turbodiesel’s power was slightly increased to 98 hp. In 1993, the Pajero was slightly restyled, and larger engines were introduced, a 3.5 L V6 with 205 hp and a 2.8 L SOHC turbo-diesel rated at 123 hp. These versions introduced Mitsubishi’s Super Select four-wheel-drive system (known as Active-Trac in the United States), with an electronic transfer shift that could split power between both axles without the need to stop the car. It worked at speeds up to 100 km/h (62 mph). The first generation Pajero was also marketed as the Hyundai Galloper in Korea, Europe and GCC Countries, while the second generation was in production elsewhere.

The second-generation Chariot (sold in the UK as the Space Wagon) grew in wheelbase, length, width and height while remaining within the bounds of the Japanese “compact car” classification pertaining to vehicle exterior dimensions and engine displacement. The G63B engine was replaced with the architecturally similar but updated 4G63 four-cylinder engine. In the home market, the turbo-diesel 4D65T was phased out and replaced with a newer and larger 1,997 cc 4D68T powerplant, but in export markets the 1.8-liter engine continued to be offered. The 1.8-liter four-cylinder 4G93 engine was also not offered on the Chariot in Japan. In 1993, the 2,350 cc 4G64 was added to the range. A five-speed manual, or four-speed automatic could be specified, and in high-end models an INVECS electronically controlled four-speed auto with “fuzzy logic” was also available. A limited-production 4WD and turbocharged version was offered only in Japan, called the “Resort Runner GT”, which borrowed the powertrain from the Lancer Evolution and the Galant VR-4. The 4G63 engine was slightly detuned to produce 230 PS in manual transmission models, and 220 PS in automatic transmission models. The Resort Runner GT was a spiritual continuation of the turbocharged first-generation Chariot 1.8MR produced from 1983 through 1987. According to Mitsubishi Motors recall data, approximately 2,260 Chariot Resort Runner GT and GT-V models were produced from April 25, 1995 to October 18, 1995, with an additional batch of 155 cars built from April 25, 1996 to August 27, 1997. The Chariot Resort Runner GT seated seven passengers in a three-row seating arrangement. Second- and third-row seats reclined fully to create a small bed, or folded flat to create a flat load space. A five-passenger two-row version called the Chariot Resort Runner GT-V replaced the third-row bench seat with a cargo tray to create a flat loading surface. Most other Chariot variants, including the American-market Mitsubishi Expo, featured fully reclining first-, second- and third-row seats that created a larger makeshift bed. In September 1994, the Chariot received a minor facelift. At the same time, the 2.0-liter turbodiesel gained an intercooler and power increased from 88 to 94 PS as a result. From 1992, a single GLX model was assembled in New Zealand, with manual or automatic transmissions, at Mitsubishi’s Porirua plant. Whilst the vehicle was sold in many countries under a variety of names, not all markets received the full range of models. For example, Australia received only front-wheel-drive models powered by the 2.4-liter 4G64 engine. It was called the Mitsubishi Nimbus (UF) in Australia. It was sold in the Philippines as the “Space Wagon MPV” in 1992. Earlier models are powered by Mitsubishi’s 4G93 1.8-liter, carbureted inline-four engine paired to a standard 5-speed manual transmission. The facelifted models have been updated to the fuel-injected version of that engine, and a 4-speed automatic transmission became optional. They also had revised front ends with new headlights and grille, as well as a new wheel design, third brake light and two-tone colour combinations. By 1999, Mitsubishi dropped the Space Wagon from the lineup in the Philippines without a direct replacement. In Korea, Hyundai Precision Industry Co., Ltd. built a rebadged version of the second generation Mitsubishi Chariot at its Ulsan Yeompo-dong Plant between 1996 and 2002 and called it the Hyundai Santamo and Galloper Santamo. According to the corresponding article on Korean Wikipedia, the Hyundai Santamo name was an acronym, meaning “SAfety aNd TAlented MOtor”.

The Mitsubishi FTO is a front mid-engined, front-wheel drive coupe produced by Mitsubishi Motors between 1994 and 2000. Originally planned exclusively for the Japanese domestic market, its popularity as a grey market import to the United Kingdom, Ireland, Hong Kong, Singapore, Malaysia, Australia and New Zealand led to eventual limited distribution through Mitsubishi’s official dealers in those regions at the tail-end of production. Upon its debut it won the Car of the Year Japan award for 1994–95, commemorated by a Limited Edition of the FTO GPX model. FTO stands for “Fresh Touring Origination”. The name recalls the Galant FTO coupé of 1971, one of the company’s first sports cars. In 1994 a whole new FTO coupé concept was created. The only body style was a 2-door coupé, and all FTOs were front wheel drive. Either an inline-four or a transversely mounted V6 engine was available, mated to either a 5-speed manual or the INVECS-II automatic transmission. Earlier (pre-facelift) auto models had a four-speed version, whilst most facelift [1997-2000] auto versions had a five-speed. The most recognizable exterior styling change during 1997 was, in simple terms, to the front bumper – which went from two air intakes to a single deeper intake, restyled front lip and indicator/fog lighting arrangement. On the pre-facelift models there exists a minor difference in the lower intake – on some earlier models there are two blanking plates on either side, thus reducing the size of the aperture. By 2000, in the MMC Company Report, the now phased out FTO was simply described as “the little brother of the GTO, this sports coupe gives full expression to MMC’s fun-to-drive philosophy with well-balanced proportions wrapped in dynamic and aggressive styling …” Regarding the FTO acronym, the “Series Name Derivations” section of the Report describes the model as “FTO – Fresh Touring Origination: a touring model overflowing with freshness, youthfulness and originality”. The inline-engined GS was the base model in the FTO range, with 14″ wheels and automatic climate control. The rear spoiler was only an Option to the Original Equipment on both the GS and the GR. The larger-engined V6 GR also had auto-aircon and 15″ wheels. Completing the range was the V6 MIVEC-engined GPX with 16″ alloy wheels, sporting a rear spoiler and side air dams as standard. All three of these models gained various refinements prior to the introduction of the facelift versions and many models were purchased fitted with a number of original options that were available, such as ABS, traction control and a passenger air bag. Prior to the introduction of the facelift models a Mivec GP model was introduced in 1996, together with a later “semi-race spec” Nakaya-Tune dealer package. The “GP Special” (Denoted by the suffix ‘2’ to the initial GP Model Code), with 5-sp manual or 4-sp auto, was also promoted by dealership as a GP version R introduction, although yet to gain the later GPvR body styling details, such as Facelift front and Aero Spoiler. In February 1997 the FTO model range was given a facelift with a new front bumper arrangement, usually referred to by FTO enthusiasts as “facelift” models.[11] The original two air intakes became one large single intake, blended into a full width forward-facing front splitter. The two supplementary fog and indicator paired units became four separate circular lights, each recessed into the new bumper. The headlamp internals were also changed to incorporate the vehicle’s sidelights, but their external design remained. An HID Option was also made available (which was fitted into a deeper headlamp housing than the halogen). The rear spoiler also underwent a redesign to an aero wing [aka ‘B-wing’], which was phased in during 1997 as standard equipment on some models, such as the GP Version R. After its late introduction in the pre-facelift era, the now facelifted GP was given a full styling make-over with a “Version R” tag – heralding a further external styling feature with this new large spoiler (also fitted as standard on both the later Aero Series GPvR and GX models, or as an OE option for other extant models). The GP Version R model was produced in Scotia White, Passion Red or Pyrenées Black only. It featured HID headlamps; Black rear seats, with colour-coded “FTO” monogrammed front seats – Blue/with Scotia White body color, Black/with Passion Red body colour or Red/with Pyrenées Black body colour; uprated suspension – 20 mm front anti roll bar instead of 17 mm and a 20 mm rear anti roll bar rather than 18 mm; limited slip differential and the redesigned rear aero spoiler. A “Version R” decal also features on the two spoiler side wings and on the nearside of the front lip. As this model was lightweight, items such as side skirts, front fog lights, climate control, electric folding mirrors and sound insulation were left out. The later Version R Aero and GX Sports Package Aero models feature an “Aero Series” decal on the offside rear of the boot lid. A further refinement to the facelift range was via the two GX models, with a 3 mm wider bore in the throttle body (increased from 60 mm to 63 mm and mated to the plenum bore), helping to provide the additional 10 PS over the earlier GR model engine. Whilst the GR model continued to offer only 4-speed auto and 5-speed manual into the “facelift” era, the GX Sport and GX Sport Aero upgrade came either as 5-speed manual or 5-speed auto. On the GS and GR models aircon operation became manual from Feb 1997. In July 2000 new side impact safety standards were to take effect in Japan. With the FTO sales moving at an ever slower pace, it was deemed not cost effective to update the car and it was thus discontinued, along with its bigger stablemate the GTO

The eighth-generation 1996 model continued the 1992’s design themes but a five-door station wagon (known in Japan as the Legnum, derives from the Latin word regnum, meaning regal power or rank) was added while the five-door liftback was dropped. This model won the 1996–97 Car of the Year Japan award for the second time. Despite being superseded in the US and Europe from 2003, it remained on sale in other countries until 2006. In Japan, the Legnum was sold only at a specific retail chain called “Car Plaza”, while the Galant remained exclusive to Galant Shop locations. The Japanese market model was the first mass-produced car to use a gasoline direct injection engine, when a GDI version of the 4G93 inline-four 1.8 L engine was introduced. The turbodiesel engine option was deleted in Japan, but retained for Europe and select general export markets. The all-wheel drive option was also eliminated for export markets. This model was also produced in Barcelona, Venezuela, at the only Mitsubishi plant in Latin America. At the beginning, the Galant was marketed in that country under the “MX” and “MF” names in 1997 and 1998 (featuring a manual or INVECS-II automatic transmission respectively), then kept the Galant name until the end of its production in 2006. The American market Galant, introduced on 7 July 1998, graduated to the US Environmental Protection Agency’s mid-size class. The front suspension design switched from multi-link to struts, though the rear was upgraded with a stabilizer bar standard on all but the base DE model. The DE, ES and LS models were offered with a 145 hp inline-four 2.4 L 4G64 SOHC engine from the previous generation as standard. A 195 hp 3.0 L 6G72 SOHC 24-valve was standard for the top “GTZ” model, but also available as option for ES and LS. Both engines were mated to a standard four-speed conventional automatic transmission. Another difference between Asian and European models was the lack of ABS, which was only installed on 3.0 L models. It received a facelift for the 2002 model year, the 2.4 L engine was derated to 140 hp. In August 1998, Mitsubishi introduced the Aspire as the successor of Eterna. Externally identical to the facelifted Galant at the same time of introduction. Mitsubishi opted to further develop the technology in its range-topping VR-4, which was now powered by an enlarged 2.5 L V6 twin-turbo. The car features either a conventional five-speed manual or INVECS-II transmission. Some variants (all of the pre-facelift model and Type-S for the facelift model) were also fitted with the same advanced active yaw control (AYC) as the Lancer Evolution, to give it greater agility than would be expected of such a large vehicle. Finally, as with the rest of the range, the VR-4 could now be had either as a Galant sedan or as a Legnum station wagon. The VR-4 appearance package was also offered as “Viento” in Japan or “Avance” in select export markets. The 200 PS MIVEC version of the 2.0 L 6A12 V6 was drop down from the Japanese market model, but Hong Kong market was offer this engine with a trim level called “VR-M”, complete with the VR-4 appearance package. The larger 2.5 L 6A13 V6 was more common in the rest of the world. It produced 163–167 PS for export markets, but rated higher at 175 PS for the Japanese market Legnum station wagon. This was the last Galant sold in Europe, though there would be a ninth generation car offered in the US from 2003.

This is an Evo V. These were produced for just one year, from January 1998 to January 1999 and represented a comprehensive reworking of the Evo IV, as opposed to being a brand new model. Many aspects of the car were changed such as:  The interior was upgraded in the GSR version with a better class of Recaro seats; the body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear downforce. (In process of doing so, the Evolution V onwards was no longer considered “compact” according to Japanese dimension regulations, requiring Japanese owners to pay an increased annual tax as the car was now 70 mm (2.8 in) wider than regulated limit of 1,700 mm (66.9 in)); the track was widened by 10 mm (0.4 in), the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16 in to 17 in to accommodate Brembo brakes; in addition the brake master cylinder bore increased by 0.3 mm (0.01 in); the engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical “headroom” and the ECU was changed to include a flash ROM, allowing more boost pressure to the same TD05-HR as the Mitsubishi Evolution IV. Furthermore, the turbocharger was again improved. Torque was increased to 373 Nm (275 lb/ft) at 3,000 rpm. Power officially stayed the same, at 280 PS (276 bhp), though some claim horsepower was actually somewhat higher. There were tow versions: RS – “rally sport” Close-ratio 5-speed, minimal interior, rally suspension, 1.5 Way LSD, (Shortened close-ratio 5-speed transmission, Auto Air Conditioner, Enkei Wheels, Recaro bucket seat, Brembo brakes, power window are available as option); and GSR – 5-speed, gauge pack, AYC (Active Yaw Control), Anti-Lock Braking System, Recaro front bucket and rear seat, auto air-conditioner, double-din audio, power window, Brembo brakes.

This is a Lancer Evo VI, of the type which was produced between January 1999 and February 2001. Based on the Lancer saloon, the Evo kept pace with changes to that model, so the Evo IV, seen in 1996 had been a new model compared to the first three Evo generations. Evo IV, V and VI were all broadly similar with detailed changes coming with each new iteration. The Evolution VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp. Yet another special edition Evolution VI was released in December 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen who had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mäkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short. There were two “standard” models. The  RS – “rally sport” had a close-ratio 5-speed, minimal interior, rally suspension, Rear 1.5 Way LSD as opposed to AYC, (Shortened close-ratio 5-speed transmission, Optional Enkei Wheels, Optional Recaro Seats, Optional Air Conditioner, Optional Brembo brakes, Optional power windows). The GSR came with a 5-speed, gauge pack, AYC (Active Yaw Control), Anti-Lock Braking System, Recaro front bucket and rear seat, auto air-conditioner, double-din audio, power windows, Brembo brakes. The Tommi Mäkinen Edition Models also came in RS and GSR guise. The RS was the same as the standard RS with close-ratio 5-speed, lowered ride height, Tommi Mäkinen Edition front bumper, and titanium turbine (same option with standard RS) and the GSR was the same as the standard GSR with lowered ride height, Tommi Mäkinen Edition front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels and titanium turbine. These cars were fearsomely expensive to run, and as such, you don’t see them very often any more.

In 2001, Mitsubishi was forced by the FIA to run in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but Mitsubishi made up for this with multiple important chassis tweaks. The biggest change was the addition of an active centre differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 385 N⋅m (284 lb⋅ft) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 bhp). The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model lineup—the GT-A. Noted as the ‘grand theft auto’ version of the visually similar VII GSR and the RS2, the GT-A model was only produced in 2002 and had the following distinguishing interior and exterior specification: GT-A-only diamond cut finish 17-inch (431.8 mm) alloy wheels, clear rear light lenses and all-in-one style front headlights (later used on the Evolution VIII). The GT-A had the option of either no spoiler, the short spoiler (as per the Lancer Cedia; and later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinguishing feature was a smooth bonnet with no air-grills on it at all and the revised front bumper. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds. Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-A interior was different in that it had chromed door handles, a different instrument panel (to show the gear selection) and chrome edged bezels around the speedo and tach. The GT-A also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter. The 5-speed automatic gearbox had what Mitsubishi called “fuzzy logic”, which meant that the car would learn what the driver’s driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most Tiptronics via steering wheel + and – buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with 272 PS 268 bhp). The GT-A gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon. It was replaced by the Twin Clutch SST gearbox since the introduction of Evolution X. The Mitsubishi Lancer Evolution VIII was modified again in 2003 this time sporting 17″ grey Enkei wheels, Brembo brakes and Bilstein shocks to handle traction and a 5-speed manual gearbox with 280 PS (276 hp). Originally a one off model, sales were so successful in the U.S. that by 2005 it was available in four trims: the standard GSR model in Japan, the RS, 5-speed gearbox, and standard wheels (lacking excess components, such as interior map lights, power windows/doors, and radio), the SSL (with a sunroof, trunk mounted subwoofer, and leather seats) All of which had chrome head and taillight housings, and the MR, which came with a revised front limited-slip differential, aluminium MR shift knob, handbrake with carbon fibre handle, 17 inch BBS wheels, aluminium roof, and a 6-speed manual gearbox. The new Evolution Mr also sported Black housing taillights and headlights. The Mitsubishi Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to produce more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic four-wheel drive, to the ACD 5 + Super AYC 6 traction control, and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models (first used for the Galant GTO). Other parts on the MR include BBS alloy wheels, the aforementioned Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, including the FQ300, FQ320, FQ340, and FQ400 variants. They came with 305, 325, 345, and 405 bhp, respectively. The FQ-400, sold through Ralliart UK, produced 411 PS (405 bhp) at 6,400 rpm and maximum torque of 481 Nm (355 lb/ft) at 5,500 rpm, from its 1,997 cc 4G63 inline-four engine, the result of special modifications by United Kingdom tuning firms Rampage Tuning, Owen Developments, and Flow Race Engines. At 202.8 hp per litre, it has one of the highest specific outputs per litre of any road car engine.[citation needed] With a curb weight of 1,450 kg (3,197 lb), it achieves 0–60 mph (97 km/h) in 3.5 seconds, 0–100 mph in 9.1 seconds, 1⁄4 mile in 12.1 seconds at 117 mph (188 km/h), and a top speed of 175 mph (282 km/h) while costing £48,000. BBC’s television series Top Gear demonstrated that the stock FQ-400 could keep up with a Lamborghini Murciélago around a test track. The Stig recorded a Top Gear Power Lap Time of 1 minute and 24.8 seconds (damp track), 1.1 seconds slower than the Murciélago’s time of 1 minute 23.7 seconds (dry track). In a similar test conducted by Evo magazine, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche 911 Carrera 4S. Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 1,997 cc 4G63 Inline-four engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (287 bhp) and torque to 392 Nm (289 lb/ft). as before, the Lancer Evolution IX models were: standard (Grand Sport Rally or “GSR” in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features that came standard on the SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg). The Evo X would be an all new design.

This is an Evo X, the last (for now) of a series of highly-regarded performance saloons generated by Mitsubishi’s rally program. In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X, designed by Omer Halilhodžić at the company’s European design centre. Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS). The Lancer Evolution X featured a newly designed 4B11T 1,998 cc turbocharged, all-aluminium alloy GEMA Inline-four engine. Power and torque depend on the market, but all versions had at least 276 bhp. UK models were reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge, with power between 300 bhp and 360 bhp.  It also featured Mitsubishi’s new sequential semi-automatic six speed SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. It replaced the Tiptronic automatic transmission, hence the SST version replaced the GT-A version (which was used in Evolution VII and Evolution IX Wagon). A five speed manual gearbox was also available. Two versions of the car are offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which has a 5-speed manual transmission system. The car also has a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi’s AWC system used in previous generations. The S-AWC uses torque vectoring technology to send different amounts of torque to the rear wheels. The Evolution X went on sale October 1, 2007 in Japan, January 2008 in the USA, February in Canada (as the first version of Evolution in Canada) and in March 2008 in the UK. The Twin Clutch SST version was available in Japan from November 2007. The introduction of the 2010 MR-Touring moved the car even further upscale. Leather and a sunroof became standard while revising the rear spoiler to just a lip spoiler. The car remained on sale until 2017, though as the market focus moved elsewhere, relatively few were registered in the model’s later years and there was no direct replacement.

May 2000 saw the release in Japan of the Lancer Cedia (meaning CEntury DIAmond), though in most markets the previous 1995 vintage Mirage-based Lancer soldiered on for a while longer, production continuing at Mitsubishi’s Mizushima plant in Japan. The new model was available in sedan and station wagon forms. In Europe, the Lancer was not offered in some countries, being too close to the size of the Dutch-built Mitsubishi Carisma, so the Evolution VII model sold there bore the Carisma name. This series of Lancer was still sold in Japan for 3 years alongside the 2007 onwards generation Lancer, sold there as the “Galant Fortis”. In February 2003, for the 2004 model year, a heavily restyled Lancer surfaced with a front styling that brought it into line with the Mitsubishi corporate look, as well as a restyled rear, to further differentiate itself from the Lancer Evolution. The car’s grille was then redesigned again in 2005 for the 2006 model year.

In 2005, Mitsubishi revealed the “Concept X” model car at the Tokyo Motor Show and its “Concept Sportback” model at the Frankfurt Motor Show. The new Lancer was previewed by these two concepts. The new Lancer was officially revealed in January 2007 at the North American International Auto Show and went on sale in North American markets in March 2007 as a 2008 model. New Lancer features Mitsubishi’s next-generation RISE safety body. In Europe, a diesel model was also available from 2007 to September 2010. This was a 2.0-liter PD-TDI 138 hp engine sourced from Volkswagen, with engine code BWC. From September 2010, it was also available with Mitsubishi’s own 1.8-liter 4N1 engine. This engine has an aluminium cylinder block, four valves per cylinder and a common rail injection system with variable geometry turbocharger and variable valve timing. It develops 114 bhp and 300 Nm (221 lb/ft). In Ireland, the specifications are different from those of models sold in the United Kingdom. The Lancer is available in five-door hatchback (Sportback) or four-door sedan body styles. Engines are the 1.5- and 1.8-liter petrol and the 2.0-liter diesel—all available in the United Kingdom until 2012. Trim levels are GS2, GS3, and GS4 for the saloon, and GS2, GS3, and Juro (satellite navigation and rear-view camera) for the Sportback. The Sportback Juro model marked a temporary end to the line in the UK and was the most generously equipped. A Ralliart version (petrol), a detuned version of the Evolution, was also available. Mitsubishi intended to supply the UK with 400 further Lancers in late 2014.

In November 2002, a new Colt was released by Mitsubishi in Japan with a design by Olivier Boulay and built on the same platform as the Smart Forfour. In Japan, it was sold at a specific retail chain called Galant Shop. A European version made at Mitsubishi’s NedCar facility followed into production a year later. This generation is not sold in the United States. In 2004, the Colt was launched in Europe and Australia, with models including a 1.1, 1.3, and a 1.5-litre, fuel injected petrol engines with MIVEC as well as a turbocharged version of the 1.5. A three-door arrived in 2005 for Europe only. The Smart Forfour also shared the 2003 specification chassis, with Brabus releasing a performance version of the Forfour in 2004 using the same engine as used in the 2004 European cz-T, but squeezing 30 PS extra out of the same 4G15. In November 2004, a 1.5 L D-ID direct injection turbo-diesel version with turbocharger and intercooler, producing 95 PS was made available, with an option of the Allshift automated manual gearbox with electrohydraulic clutch and six gears. The performance specification 1.5 T was based on the 4G15 block, with a turbocharger and intercooler to aid power (up to 150 PS) at 6000 rpm and 155 lb/ft (210 Nm) torque at 3500 rpm). MIVEC variable valve timing was also used to increase the output, upping the power dramatically from the 110 PS 1.5 MPI. The same performance engine was also used to power the later released CZC cabrio model Colt (2005), with the more petrol-friendly 1.5 MPI available as an option.  Mitsubishi released its new Colt CZC coupé cabriolet at the Geneva Motor Show in March 2005, and the car has been on sale since 2006. The car is a 2+2 with a retractable hard-top and available with the turbo engine from the European CZ-T or as just a 1.5 MPI. Jointly developed by Mitsubishi and Pininfarina under Ken Okuyama, it was partially made in the Netherlands, with final assembly taking part at Pininfarina in Turin, Italy. Colts built in the Netherlands received a facelift in 2008. The Japanese-built Colt received their facelift in October 2009. The facelifted Colts featured revised interiors (including a new stereo, air conditioning dials, instrument cluster and other various parts). However, the 1.5 L OM639 diesel was removed from the range, with lack of demand cited.

The most recent Mitsubishi models here were a second generation Outlander and a Shogun Sport.

PORSCHE

The 911 traces its roots to sketches drawn by Ferdinand “Butzi” Porsche in 1959. The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company’s first model. The new car made its public debut at the 1963 Frankfurt Motor Show.  The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964. It originally was designated as the “Porsche 901” (901 being its internal project number). A total of 82 cars were built as which were badges as 901s. However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars’ part numbers carried on the prefix 901 for years. Production began in September 1964, with the first 911s exported to the US in February 1965. The first models of the 911 had a rear-mounted 130 hp Type 901/01 flat-6 engine, in the “boxer” configuration like the 356, the engine is air-cooled and displaces 1,991 cc  as compared to the 356’s four-cylinder, 1,582 cc unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed “Type 901” manual transmission was available. The styling was largely penned by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356’s successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche’s original design and were internally called the Porsche 754 T7.  Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design. In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS. Forged aluminium alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS, as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS. In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres. and the previously standard gasoline-burning heater became optional. The Targa version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS  911T was also launched in 1967 with Type 901/03 engine. The 130 PS model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fibreglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS. A clutchless semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was cancelled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36.and 6J-15 wheels. The C series was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car’s nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS) compared to the 911S’s Type 911/02 (180 PS, but 911E was quicker in acceleration up to 160 km/h. The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc engine. This is known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an “Oil Klapper”, “Ölklappe” or “Vierte Tür (4th door)”. The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine. 911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc or 2,404 cc, having a power output of 270 PS at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio. The G Series cars, with revised bodies and larger impact-absorbing bumpers arrived in the autumn of 1973 and would continue in production with few visual changes but plenty of mechanical ones for a further 16 years.

The commercially very significant Boxster was also represented here. Grant Larson’s design, inspired by the 356 Cabriolet, Speedster, and 550 Spyder, stimulated a commercial turnaround for Porsche. Through consultation with Toyota. Porsche began widely sharing parts among models and slashed costs. By October 1991 following a visit to the Tokyo Motor Show, Porsche in dire straits, began to devise solutions to succeed the poor selling 928 and incoming 968 (a heavy update of the 944). In February 1992, Porsche began development of a successor to the 928 (mildly updated for 1992) and recently released 968. By June 1992, out of 4 proposals based on dual collaboration between the 986 and 996 (993 successor) design teams, a proposal by Grant Larson and Pinky Lai was chosen by Harm Lagaay. In August 1992, a decision was made to develop the concept into a show vehicle, in time for the 1993 North American International Auto Show. After garnering widespread acclaim from the press and public upon presentation of the Boxster Concept in January 1993, the final production 986 production exterior design by Larson was frozen in March 1993. However, by the second half of 1993, difficulties arose with fitment of some components, resulting in lengthening of the hood and requiring another design freeze by fourth quarter of that year. Prototypes in 968 bodies were built to test the mid-engine power train of the 986 by the end of 1993, with proper prototypes surfacing in 1994. Pilot production began in the second half of 1995, ahead of series production in mid-1996. The Boxster was released ahead of the 996. The 986 Boxster had the same bonnet, front wings, headlights, interior and engine architecture as the 996. All 986 and 987 Boxsters use the M96, a water-cooled, horizontally opposed (“flat”), six-cylinder engine. It was Porsche’s first water-cooled non-front engine. In the Boxster, it is placed in a mid-engine layout, while in the 911, the classic rear-engine layout was used. The mid-engine layout provides a low centre of gravity, a near-perfect weight distribution, and neutral handling. The engines had a number of failures, resulting in cracked or slipped cylinder liners, which were resolved by a minor redesign and better control of the casting process in late 1999. A failure for these early engines was a spate of porous engine blocks, as the manufacturer had difficulty in the casting process. In addition to causing problems with coolant and oil systems mingling fluids, it also resulted in Porsche’s decision to repair faulty engines by boring out the cast sleeves on the cylinders where defects were noted in production and inserting new sleeves rather than scrapping the engine block. Normally, the cylinder walls are cast at the same time as the rest of the engine, this being the reason for adopting the casting technology. The model received a minor facelift in 2002. The plastic rear window was replaced by a smaller glass window. The interior received a glove compartment, new electro-mechanical hood and trunk release mechanism (with an electronic emergency release in the fuse box panel) and an updated steering wheel. Porsche installed a reworked exhaust pipe and air intake. In addition, the front headlight’s amber indicators were replaced with clear indicators. The rear light cluster was also changed with translucent grey turn signals replacing the amber ones. The side marker lights on the front wings were changed as well from amber to clear, except on American market cars where they remained amber. The bumpers were also changed slightly for a more defined, chiselled appearance, and new wheel designs were made available. The second generation of the Boxster debuted at the 2004 Paris Motor Show

The 718 Cayman GT4 and 718 Spyder (previously named the Boxster Spyder) were revealed in June 2019. Both are differentiated from less powerful models by more aggressive bodywork, including a lower stance, new front bumper, a large new diffuser, and exhaust pipes that are spaced farther apart. The GT4 also features larger side intakes and an adjustable wing, the latter of which helps it generate up to 150 kg (330 lb) of downforce, 50 percent more than its predecessor. Both have a naturally aspirated 4.0-litre flat-6 derived from the 992’s 3.0-litre 9A2EVO engine, which is rated at 414 bhp at 7,600 rpm and 420 Nm (310 lb/ft) of torque at 5,000–6,800 rpm. The engine has cylinder deactivation, a first for Porsche. Porsche claims a top speed of 304 km/h (189 mph) for the GT4, and 301 km/h (187 mph) for the Spyder. The front suspension and brakes are borrowed from the 911 GT3, and the adaptive dampers, ABS and stability-control programming are borrowed from the 911 GT3 RS. The anti-roll bar end links, camber and toe can be manually adjusted, but the ride height–3 cm (1.2 in) lower than a standard 718–is fixed. Both are around 15 kg heavier than the GTS models. Sales commenced in the spring of 2020. For the 2021 model year, the GT4 and Spyder became available with the 7-speed PDK dual-clutch transmission as an option. It reduces the acceleration time of 0-60 mph from 4.3 seconds to 3.7 seconds. In March of 2023, Porsche announced that 718 GT4 and Spyder Models would cease production as of the 2024 model year.

RILEY

The Elf was one of a pair of Mini based models which BMC launched in 1961, the other being the Wolseley Hornet. Both had longer, slightly finned rear wings and larger boots that gave the cars a more traditional three-box design. Wheelbase of the Elf and Hornet remained at 2.036 m (6.68 ft), whereas the overall length was increased to 3.27 m (10.7 ft). This resulted in a dry weight of 638 kg for the Elf and 618 kg for the Hornet. Front-end treatment, which incorporated each marque’s traditional upright grille design (the Hornet’s grille with a lit “Wolseley” badge), also contributed to a less utilitarian appearance. The cars had larger-diameter chrome hubcaps than the Austin and Morris Minis, and additional chrome accents, bumper overriders and wood-veneer dashboards. The Riley was the more expensive of the two cars. The name “Wolseley Hornet” was first used on 1930s saloon, coupé, sports and racing cars, while the name “Elf” recalled the Riley Sprite and Imp sports cars, also of the 1930s (Riley’s first choice of name “Imp” could not be used as Hillman had registered it). The full-width dashboard was a differentiator between the Elf and Hornet. This dashboard was the idea of Christopher Milner the Sales Manager for Riley. Both the Riley Elf’s and Wolseley Hornet’s bodies were built at Fisher & Ludlow under their “Fisholow” brandname. Plates in the engine compartment on the right side fitch plate bear evidence of this speciality. Very early Mark I versions of both cars had no overriders on the bumpers and a single piece front wing (A-panel and wing in one piece, no outside seam below scuttle panel) that was soon given up again, allegedly due to cost. The Elf’s and Hornet’s special bumper overriders first appeared in 1962. Early production Mark I’s also had a combination of leather and cloth seats whereas all later models had full leather seats. Mark I models were equipped with single leading shoe brakes on the front. Both the Elf and the Hornet went through three engine versions. Initially, they used the 848 cc 34 bhp engine with a single HS2 carburettor, changing to a single HS2 carburettor 38 bhp version of the Cooper’s 998 cc power unit in the Mark II in 1963. This increased the car’s top speed from 71 to 77 mph . Therefore, Mark II cars also came with increased braking power in the form of front drum brakes with twin leading shoes to cope with the increased power output. Both Mark I and Mark II featured four-speed gearboxes (three synchromesh gears) with rod gear change, a.k.a. “magic wand” type. Automatic gearboxes became available on the Mark II in 1965 as an option. The Mark III facelift of 1966 brought wind-up windows and fresh-air fascia vents. Concealed door hinges were introduced two years before these were seen on the mainstream Mini. The gear selecting mechanism was updated to the rod type, as seen on all later Mini type cars. Automatic gearboxes were available to the Mark III in 1967 again. Full-four synchromesh gearing was eventually introduced during 1968. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built. Production of both models ceased in late 1969.

SUBARU

Now heading towards 30 years old are the first generation Impreza Turbo models. There have been seven noted versions of the WRX dating back from Subaru’s original World Rally Cross staging vehicles. Subaru adopted the name “WRX” to stand for “World Rally eXperimental” as all WRX versions (1992 to present) feature rally inspired technology, including all wheel drive, stiffened suspensions and turbocharged four cylinder engines. The STi versions were marketed with consecutive numbers. Another way to determine the version of a WRX was to look at the chassis code. All WRX sold between 1992 and 2000 have the beginning chassis code of GC8 2/4 door sedan or GF8 hatchback; this is followed by a letter from A to G. Coupe versions share the “GC” code with sedans, except in the US, where they have a separate chassis code of “GM”. In 1994, Subaru introduced Subaru Tecnica International (STi badged) versions of the WRX in Japan. These models were upgraded from the standard WRX in many categories, including blueprinted performance-tuned engines, transmissions, and suspensions. The STi versions of the WRX were immensely successful in rallies and popular among street racers but were only sold in the Japanese market. Compared to the WRX, the STi had mostly mechanical modifications. (STi prepped Subaru rally cars since 1988 including the Legacy RS, the WRX STi Version was just the first car with an actual STi badge, though with handcrafted tuning). The WRX debuted in November 1992 with 240 PS. The centre differential was a viscous coupling type, the rear limited slip differential was a viscous type. The WRX Type RA is a stripped down version of the WRX that was available in the Japanese market for people to purchase for motorsports and tuning. Targeted for race and rally, the RA versions were generally lighter in weight; featuring reduced soundproofing, manual windows, car horn delete, no air conditioning, no anti-lock brakes, and added racing features such as more robust engines, 5th injection, intercooler water spray and shorter gearing. The WRX Type RA uses a closer ratio gearbox and a three-spoke leather steering wheel from Nardi. The ra model chassis code between GC8-(000000 to 005000) are only sold to the race team by order. Close ratio transmission is anticipated race use, the gap between each gear is brought closer together and a specific close ratio transmission is used. In Europe, the WRX was introduced as the Impreza GT, and as the Impreza Turbo 2000 (UK). It came with 208 hp. A bewildering array of different versions would follow until the release of the second generation Impreza in 2000.

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.

For the VA series WRX released in 2014 for the 2015 model year, Subaru decided to move away from marketing the WRX and WRX STI under the Impreza name. This time, the Impreza name was dropped in all markets in which the new model is named simply as the WRX, as had been the case in North America with the previous model, while in Japan it was sold as the WRX S4.  The WRX and WRX STI are the performance model based on the GJ Impreza with higher output engines, firmer suspension, larger brakes, slightly resculpted body panels, lowered ride height and larger intakes. The body design also took a stronger departure from the Impreza donor model than in the past. The general WRX profile/silhouette was carried over from the Impreza, as were the front doors, trunk lid, and interior. However, the entire front end bodywork plus the rear quarter panels were unique to the WRX. The rear doors received a subtle reskin with an upwards kink and revised character line, but retained an otherwise identical shape. Subaru had promised to completely move the WRX and STI off the Impreza chassis and body to create a standalone model. The VA-body WRX is based on a modified Impreza body and chassis, with the Impreza name dropped from the WRX in all markets. For this generation, Subaru decided to not produce a WRX or WRX STI hatchback as had been previously offered. The previous generation hatchback made up approximately 50 percent of US WRX and WRX STI sales. The car had a very mixed reaction, and sold in small quantities in Europe, so these are quite rare machines.

TOYOTA

This is from the fifth generation of the Celica, which was introduced in September 1989. The Celica received new Super Round organic styling, upgraded wheels and tyres, more powerful GT-Four (All-Trac Turbo in the US) with better cooling system, and for the Japanese market only, the four-wheel steering (4WS) models. Toyota engineers claimed that the round styling and lack of straight edges increased strength without adding weight. The styling was later copied by other manufacturers. Japanese market models were now S-R, Z-R, GT-R, Active Sports (first Toyota with Toyota Active Control Suspension), and GT-Four. The S-R and Z-R were powered by a 3S-FE engine, while the GT-R and Active Sports came with a 3S-GE. The 3S-GTE in the GT-Four features an air-to-air intercooler and CT26 twin entry turbo to eliminate exhaust gas interference. The Japanese market GT-Four has (221 bhp and 304 Nm (224 lb/ft) of torque, a result of more aggressive ignition advance and ceramic turbine. The Full-time 4WD system in the GT-Four has viscous coupling limited slip centre differential and Torsen rear differential. Trim levels for the European Celica were 1.6 ST-i, 2.0 GT-i 16, and GT-Four. The 2.0 GT-i 16 cabriolet was offered only in certain European countries. Only the 2.0 GT-i 16 liftback and GT-Four were officially sold in the UK.  The model was superceded by a sixth generation car in 1993.

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.

Also here were a number of examples of the Yaris GR.

VAUXHALL

The VX220 is the only true sports car that the marque has produced in the last 90 years. Quite unlike any Vauxhall that had ever come before it, the VX220 was the result of a deal between GM and Lotus, struck to generate enough funding for the latter to be able to develop a replacement for their Elise model, something forced on them owing to changes in European crash safety regulations for the 2000 model year. Lotus agreed to develop and produce a 2 seater sports car for GM, on the new Series 2 Elise chassis, with a concept version of the proposed GM model being shown at the Geneva Motor Show in 1999. Although the body styling was different, clearly the economies would only work if as much else could be shared, and that presented a challenge as it was planned to use a 1.8-litre Toyota engine, similar to that found in the Toyota Celica, in the second generation Elise, whereas the GM cars clearly had to use a GM engine, namely the  2.2-litre GM Ecotec engine from the Astra. As neither engine had been used in the original Elise, which had been fitted with a 1.8-litre Rover K-Series engine, this simply became one of the many design challenges .In order to accommodate the production of the new cars, Lotus expanded its Hethel factory to a capacity of 10,000 cars, with around 3,500 slots allocated to Speedster production. Production of the Speedster commenced in 2000. The car was hailed by the motoring press as a great drivers’ car and won several accolades, including Top Gear’s Car of the Year in 2003. The lesser naturally aspirated 2.2 version was considered easier to drive than the potent Turbo model, and some journalists suggested that the Opel/Vauxhall car was better value for money than the Lotus, among them one Jeremy Clarkson in his 2003 DVD Shoot Out. However, the market did not really agree, and sales were limited. The car was deleted in 2005, with no successor.

This was a fitting finale to the series of 2024 events, all but one of which I managed to attend. Whilst the season started off with difficult weather, it has ended much better, and so the good turnout here will hopefully leave positive memories for people when they start to populate their 2025 calendars with events and venues like this one. I look forward to what Prescott will offer in 2025 very much.