2025 sees the 49^th edition of Rétromobile, one of the most established classic car shows in the world, with this event having taken place every year since 1976, with the exception of 2021, when Covid restrictions precluded it. Every year, it seems, this world-renowned event grows in popularity both for the people who visit it and also those who provide the content. Occupying three gigantic exhibition halls at the Porte de Versailles exhibition centre, which is on the south side of central Paris, spread over 80,000 square metres, there are more than 1000 exhibitors, with in excess of 1000 cars to see, with impressive displays from Simon Kidston, Girardo, Lukas Hüni, Axel Schütte, Fiskens, and more as well as clothing, books, model cars, automotive art, sculpture, ornaments, watches, tools, ephemera, spare parts and collectables on sale. The organisers always come up with a number of special themes, often the very non-obvious, and there are a number of large manufacturer organised stands who combine some of their historic vehicles with a few of their very latest, as well as lots of high end dealers from across Europe and around 80 Car Clubs. A number of auction houses hold important sales during the time that the event is on, though there is not space for all of them on site, so most of these are held elsewhere, leaving just French Artcurial to fill a hall all by themselves with the cars they have on offer. A large area is reserved for private sellers offering a car under the Euro equivalent of $40,000 which was initiative first tried out a few years ago, and well received, so it has been repeated ever since, which opens up the opportunity for more affordable classics for those of us who did not inherit a Chateau. As well as the expected French marques of Citroen, Renault Peugeot and Simca, there were dozens of MGs, classic Mini models, multiple small Fiat models and more than a few real rarities here.  For those who stop for lunch, it should be no surprise that the catering runs to oysters, prawns and snails as well as the obligatory platters of cheese and charcuterie. Not a meat pie in sight. And – not a word of a lie – there are champagne vendors dotted around the halls, if you want something other than beer or ‘vin rouge’, also in plentiful supply. On the outside of the gigantic halls, members of a veteran car club offer short joy rides around the venue in their 1910-1920 era cars, raising funds for a children’s charity along the way. I arrived just after the gates had opened, so did not have to queue to get in, and already the halls were starting to fill, but that was nothing compared to what happened during the morning. I did rather hope that by early afternoon it might empty out, but in fact people continued to pour in at the same rate as they were leaving and it was only really the last couple of hours or so when things started to get quiet enough to be able to get a lot of the photos I wanted. I was not surprised to learn that the attendance at the event overall exceeded 146,000 people – a 12% increase on 2023 and yet another record. My experience was that the crowding is getting so challenging now that the organisers are going to have to do something, as there is little enjoyment when you can barely move, let alone see the cars you’ve come to see. I understand that even the weekday openings are very busy, so going on one of those days may not really be a solution, either. I spent the whole day there – from 10am when the gates opened until just after 7pm when the show was officially closed. The crowds did reduce somewhat for the last hour or so, which did help me getting many of the photos presented in this report. There are nearly 1000 of them, which is too many for a single report, so I’ve had to split things into two. Enjoy!

ABARTH

Dating from 1967 is this 1000SP, also known as an SE04. For the 1966 motor racing season Abarth of Turin produced its first multi-tubular chassised chassis and engine – internally coded the ‘SE04’ model, designed by chief engineer Mario Colucci. Unlike his employer, Carlo Abarth himself, Mario Colucci believed that what had become the conventional mid-engined configuration – with the power unit mounted behind the cockpit but ahead of the rear axle line – was the way ahead. Abarth himself espoused the notion of an overhung rear engine, slung outboard of the rear axle a la Porsche practice, would promote better traction out of slow corners. Colucci argued that only exceptionally gifted drivers could make the most of such an outboard-engined configuration, and that since – by definition – the vast majority of Abarth’s private owner/driver customers would not possess such exceptional talent the greater stability and predictability offered by the layout used so successfully by Cooper, Lotus, Ferrari, Lola, Ford Advanced Vehicles and almost every other mainstream pureblood racing car manufacturer was worth exploiting. This philosophical division between Carlo Abarth and Mario Colucci is one of the most compelling, perplexing and yet charming aspects of the entire Abarth story. Colucci’s neat little SE04 became a very successful model, its lightweight multi-tubular chassis frame proving rigid and practical and its all-independent coil-sprung suspension providing good and nimble handling. Notable design features included the nose-mounted oil cooler in its top-hatch mounting, while engine cooling was achieved by twin radiator cores in a hip mounting on each side just abaft the cockpit. Power was provided by Abarth’s familiar and very well-proven twin-overhead camshaft 4-cylinder power unit with three main bearings based upon the Fiat 600D cylinder block but with its capacity taken out to 982cc. With a compression ratio of 10.5:1 and breathing through two twin-choke Weber carburettors, this engine offered some 105bhp at a lusty 8,000rpm. The large wrap-around windscreen conformed with contemporary FIA Group 6 sports-prototype regulations and the low-slung, elegant body paneling was in moulded glassfibre. Around 105bhp in a sports-prototype weighing only some 480kg – 1,058lbs – gave a power-to-weight ratio of just on 10lbs per horsepower, and these sleekly-styled, well detailed and really very nicely built little sports-prototype cars were capable of some 220km/h – 136mph – dependent upon gearing. The very talented English driver Jonathan Williams gave the new Abarth 1000SP its competition debut at the 14th Coppa della Collina event at Pistoia, but it was plagued by teething troubles and could place only fifth within the up-to-1,000cc prototipo class. However, on March 27,1966, a 1000SP driven by Giulio Tommasi won at the Roman Coppa Gallenga hill-climb to launch a successful season on the corsa in salita series, and Mauro Nesti won in a sister car at the legendary Parma-Poggio di Berceto ‘climb. In circuit racing the cigar-chomping little Swiss star Herbie Muller won the 1000cc sports-prototype class of the important Nurburgring 500Kms in another 1000SP. In 1967 the model won at Lorentzweiler in Luxembourg, with emerging Dutch star Toine Hezemans at the wheel at Stallavena-Boscochiesanuova, Pietro Lado at Volterra, ‘Matich’ at Cividale-Castelmonte, and future Ferrari European Champion and team manager Peter Schetty on the Passo della Raticosa, another great classic Italian mountain-climb course. Tommasi won repeatedly in his 1000SP, as at Sorrento-Sant’Agata, Rieti, Monopoli, Popoli and on the Colle San Marco. Schetty won another classic at Trieste-Opicina, while Sergio Calascibetta earned Abarth their Fiat success bonus at Monte Pellegrino in Sicily and in the Coppa Nissena. Enrico Buzzetti won on the mighty Trento-Bondone ‘climb and then significantly on the rugged and grueling Mugello public-road circuit in July. Rene Stierli won the class at the Swiss Ollon-Villars event in August, and so these pretty little cars with their raucous 8,000rpm exhaust note and nimble, well-balanced and stable handling characteristics really shone. Into 1969 ‘Pal Joe’/Botalla won the 1-litre sports-prototype class in the World Championship-qualifying Monza 1,000Kms in their Abarth 1000SP, while Lado/Dona won in their’s at the Imola 500kms in September. The 1969 Monza 1,000kms also saw the 1-litre class fall to an Abarth 1000SP, that time shared by ‘White’/Umberto Grano.

The mid-1960s was a period of strategic change for Abarth: the big manufacturers also began to occupy the market for upgraded versions of their cars, thus competing directly with Abarth’s conversions. The company with headquarters in Corso Marche then focused more and more on the production of racing cars: a niche in which Abarth could excel by exploiting the vast experience it had gained over the years. At the same time, its relations with the French company Simca came to an end: Fiat sold its shares in its transalpine subsidiary to the American company Chrysler, and Abarth, which until then had also built cars on Simca bases, now decided to concentrate solely on Fiat. An attempt to reach an agreement with Alfa Romeo had already been made in the previous decade, with the creation of the Alfa Romeo Abarth 1000: it had not been successful, but on the other hand Abarth had improved its engineering skills by hiring Mario Colucci. Having left Alfa for Abarth, Colucci became the father, together with Carlo Abarth, of the Scorpion brand’s winning cars. It was in this context that the Fiat Abarth OT 1300 was created in 1965. The body is made from the pressed sheet metal of the Fiat 850, with which the load-bearing structure is constructed. As on the Fiat from which it derives, the engine is located at the rear, beyond the wheels, in the design favoured by Carlo Abarth.  Since the early 1960s, the OT acronym has identified the Abarth ‘Omologate Turismo’ or approved touring cars: both road tuned and racing cars that are the result of a more or less thorough transformation of serial production vehicles. The chassis of these cars is created using the boxed sheet metal of serial production cars, initially the Fiat 600, in this case the Fiat 850. Those same years saw the birth of the other family of vehicles, characterised by the initials SP, ‘Sport Prototype’: cars uniquely created for racing that, with the contribution of Mario Colucci, were built with a tubular chassis, such as the Fiat Abarth 1000 SP.  The engine of the Fiat Abarth OT 1300 is an evolution of the one that powered the Abarth Simca 1300. In the new configuration the sophisticated Abarth dry-sump twin-cam engine (marked 237) with a 1,298-cc displacement develops 147 hp at 8,800 rpm. A five-speed gearbox and self-locking differential, independent suspension and four disc brakes complete the highly refined mechanicals.  The streamlined coupé bodywork is characterised by large, lightweight bonnets, made entirely of resin, which enclose the front and rear: hinged at the ends of the chassis, they can open fully to make working on the mechanicals and chassis a swift operation. The rest of the bodywork is mainly made of reinforced polyester resin, with only a few parts in aluminium or sheet steel. Overall, the coupé tips the scales at just 655 kg, allowing a top speed of 245 km/h. The coupé’s exterior appearance is in no way reminiscent of the saloon and coupé versions of its ‘donor’, the Fiat 850. The vehicle proved successful on the race track even before it was approved, while the resin bodywork demonstrated the ease with which it could be modified. The multiple racing successes of the Fiat Abarth OT 1300 consolidated the Scorpion brand’s poll position among manufacturers of racing cars. As stated in the FIA’s ‘Fiche d’homologation’, production officially began on 15 May 1965, while approval in Group 4 was achieved on 15 April 1966, after 50 compliant examples had been built and tested on 30 March 1966. However, its racing debut came much earlier: the Abarth team fielded three new OT 1300s at the Nürburgring 500 km on 5 September 1965. Since they had not yet been approved, the cars were entered in the Prototype category: the class that races for overall victory and is notoriously full of cars that, on paper, are far more powerful. On the treacherous and winding German track, the light Fiat Abarth OT 1300s immediately put up a fight for the top positions and demonstrated their excellent qualities by racing alongside the many other Abarth cars entered. At the end as many as seven Abarth prototypes were among the first ten cars to cross the finish line. The vehicle’s most striking success arrived just before its approval: on 25 April 1966 at the 1000 km race in Monza. Still entered as Prototypes, three Fiat Abarth OT 1300s scored a glorious class hat-trick: first Fischhaber/Furtmayr/Baghetti; second Ortner/Steinmetz and third the privateers Morando/Varese. This success, together with the others, triggered the orders of the private drivers, who shortly afterwards achieved their first victories, in all the races, especially the uphill ones. The official apotheosis also occurred at the Nürburgring 500 km, in the 1966 edition, a golden year for Abarth. The difficult German track once again highlighted the agility of the coupé from Corso Marche: the official Fiat Abarth OT 1300 driven by Ernst Furtmayr, now entered in Group 4, not only won the class but also came first overall; third were team-mates Müller/Steinmetz and fifth the other official OT 1300 driven by Siegfried Dau, who preceded two other Fiat Abarth OT 1300s driven by privateers Morando and Hans-Dieter Dechen. The intensive use of the vehicle in racing led to the need to alleviate the excessive heat that developed in the cockpit. For this reason, first an air intake was created on the window on the right, then a more structured ‘periscope’ was added at the end of the roof to channel some fresh air into the cockpit: this would become one of the car’s distinguishing elements.  The resin bodywork lent itself to easier replacements and transformations than steel or aluminium sheet metal. Thus, even after they had been sold, some important parts of the Fiat Abarth OT 1300 could be modified. In particular, the front bonnet air intake took on various different shapes, while at the rear the original bonnet, flat in the central part and raised in the truncated tail, was replaced by a more rounded cover with transparent plexiglass.  During the first months of 1967 the most substantial changes were made, also involving the mechanics: the wheel tracks were widened to improve cornering stability and the engine now reached 157 hp. The new vehicle set-up required a higher and more rounded front bonnet, and the headlamp covers were also enlarged. Under the doors, near the rear mudguards, two oval air intakes appeared, designed to channel fresh air to the brakes and gearbox. While retaining the characteristic periscope on the roof, these modifications would later qualify the cars that adopted them as ‘second series’. The Fiat Abarth OT 1300 continued winning on the track until the 1970s, contributing significantly to the recognition of Abarth as a racing car manufacturer. In particular, 1966 was a special year for the Scorpion company, which finished the season with over 900 victories overall, also thanks to the excellent Fiat Abarth OT 1300. Results that consolidated, precisely through its successes on the race track, that concept of direct advertising so dear to Carlo Abarth.

For the 595 SS, Abarth increased the engine capacity to 594 cc, just under the limit for the European 600cc racing sedan class. High compression 10:1 pistons were used together with a special camshaft, a specific alloy sump, Abarth valve covers and air filter, propped up engine lid and wheels were fitted and of course the exhaust system was a special in house model. This package together with lowered suspension, flared arches and 10 inch rims amounted to what was known as the Assetto Corsa SS model. These cars have become very rare as many were crashed in competition or simply rotted away due to bad rust protection in the 70s. A number of recreations have been built, which is what some of these cars are, but there were genuine original cars here, too.

AC

There were a couple of examples of the legendary Cobra here.

ALFA ROMEO

Oldest Alfa models here were a number of examples of the rather fabulous 6C 1750. In the mid-1920s, Alfa’s RL was considered too large and heavy, so a new development began. The 2-litre formula that had led to Alfa Romeo winning the Automobile World Championship in 1925, changed to 1.5-litre for the 1926 season. The 6C 1500 was introduced in 1925 at the Milan Motor Show and production started in 1927, with the P2 Grand Prix car as starting point. Engine capacity was now 1487 cc, against the P2’s 1987 cc, while supercharging was dropped. The first versions were bodied by James Young and Touring.  In 1928, a 6C Sport was released, with a dual overhead camshafts engine. Its sport version won many races, including the 1928 Mille Miglia. Total production was 3000 (200 with DOHC engine). Ten copies of a supercharged (compressore) Super Sport variant were also made. The more powerful 6C 1750 was introduced in 1929 in Rome. The car had a top speed of 95 mph, a chassis designed to flex and undulate over wavy surfaces, as well as sensitive geared-up steering. It was produced in six series between 1929 and 1933. The base model had a single overhead cam; Super Sport and Gran Sport versions had double overhead cam engines.  Again, a supercharger was available. Most of the cars were sold as rolling chassis and bodied by coachbuilders such as Zagato, and Touring. Additionally, there were 3 examples built with James Young bodywork. In 1929, the 6C 1750 won every major racing event it was entered, including the Grands Prix of Belgium, Spain, Tunis and Monza, as well as the Mille Miglia was won with Giuseppe Campari and Giulio Ramponi, the Brooklands Double Twelve and the Ulster TT was won also, in 1930 it won again the Mille Miglia and Spa 24 Hours. Total production was 2635.

The Alfa Romeo 8C was a range of Alfa Romeo road, race and sports cars of the 1930s. The 8C designates 8 cylinders, and originally a straight 8-cylinder engine. The Vittorio Jano designed 8C was Alfa Romeo’s primary racing engine from its introduction in 1931 to its retirement in 1939. In addition to the two-seater sports cars it was used in the world’s first genuine single-seat Grand Prix racing car, the Monoposto ‘Tipo B’ – P3 from 1932 onwards. In its later development it powered such vehicles as the twin-engined 1935 6.3-litre Bimotore, the 1935 3.8-litre Monoposto 8C 35 Type C, and the Alfa Romeo 8C 2900B Mille Miglia Roadster. It also powered top-of-the-range coach-built production models, including a Touring Spider and Touring Berlinetta. The 8C engine, first entered at the 1931 Mille Miglia road race through Italy, had a common crankcase, now with two alloy four-cylinder blocks, which also incorporated the heads. The bore and stroke (and hence rods, pistons and the like), were the same as the 6C 1750 (bore: 65 mm, stroke: 88 mm 2,336 cc). There was no separate head, and no head gasket to fail, but this made valve maintenance more difficult. A central gear tower drove the overhead camshafts, superchargers and ancillaries. As far as production cars are concerned, the 8C engine powered two models, the 8C 2300 (1931–1935) and the even more rare and expensive 8C 2900 (1936–1941), bore increased to 68 mm and stroke to 100 mm (2,905 cc). At the same time, since racing cars were no longer required to carry a mechanic, Alfa Romeo built the first single seater race car. As a first attempt, the 1931 Monoposto Tipo A used a pair of 6-cylinder engines fitted side by side in the chassis. As the resulting car was too heavy and complex, Jano designed a more suitable and successful racer called Monoposto Tipo B (aka P3) for the 1932 Grand Prix season. The Tipo B proved itself the winning car of its era, winning straight from its first outing at the 1932 Italian Grand Prix, and was powered with an enlarged version of the 8C engine now at 2,665 cc, fed through a pair of superchargers instead of a single one. Initially, Alfa Romeo announced that the 8C was not to be sold to private owners, but by autumn 1931 Alfa sold it as a rolling chassis in Lungo (long) or Corto (short) form with prices starting at over £1000. The chassis were fitted with bodies from a selection of Italian coach-builders (Carrozzeria) such as Zagato, Carrozzeria Touring, Carrozzeria Castagna, Carrozzeria Pinin Farina ( later Pininfarina ) and Brianza, even though Alfa Romeo did make bodies. Some chassis were clothed by coach-builders such as Graber, Worblaufen and Tuscher of Switzerland and Figoni of France. Alfa Romeo also had a practice of rebodying cars for clients, and some racing vehicles were sold rebodied as road vehicles. Some of the famous first owners include Baroness Maud Thyssen of the Thyssen family, the owner of the aircraft and now scooter company Piaggio Andrea Piaggio, Raymond Sommer, and Tazio Nuvolari. The first model was the 1931 ‘8C 2300′, a reference to the car’s 2.3 L (bore: 65 mm, stroke: 88 mm, 2336 cc) engine, initially designed as a racing car, but actually produced in 188 units also for road use. While the racing version of the 8C 2300 Spider, driven by Tazio Nuvolari won the 1931 and 1932 Targa Florio race in Sicily, the 1931 Italian Grand Prix victory at Monza gave the “Monza” name to the twin seater GP car, a shortened version of the Spider. The Alfa Romeo factory often added the name of events won to the name of a car. 8C 2300 tipo Le Mans’ was the sport version of the ‘8C 2300’ and it had a successful debut in the 1931 Eireann Cup driven by Henry Birkin. It won the 24 Hours of Le Mans in 1931 (Howe-Birkin); 1932 (Chinetti-Sommer); 1933 (Nuvolari-Sommer) and 1934 (Chinetti-Etancelin). The 8C 2300 Le Mans model on display at the Museo Alfa Romeo was bought by Sir Henry Birkin in 1931 for competition use, but it is not the car in which Birkin and Howe won the 1931 Le Mans 24 hours. A 1933 8C 2300 Le Mans, chassis #2311201, is part of the permanent collection at the Simeone Foundation Automotive Museum in Philadelphia, PA, US. The car was owned by Lord Howe who campaigned it in the 24 Hours of Le Mans in 1934 (DNF) as well as in 1935 when it set the fastest lap before retiring. For 1934, the engine was enlarged to 2600cc.

Slightly older is this 1923 RL Targa Florio model. The RLTF (Targa Florio) was the race version of the RL. It weighed half as much as the standard production models, despite the engine having seven main bearings instead of four and double carburettors. It was used among the 1923 Alfa race team, which had drivers like Ugo Sivocci, Antonio Ascari, Giulio Masetti and Enzo Ferrari. Sivocci’s car had a green cloverleaf symbol on a white background; when he won the 1923 Targa Florio, that symbol was to become the Alfa team’s good luck token. Five different RLSS were entered in the first Mille Miglia in 1927, but only two completed the race.

The Alfa Romeo 1900 C52 “Disco Volante” (‘flying saucer’) is a series of experimental sports racing cars produced between 1952 and 1953 by Italian car manufacturer Alfa Romeo in collaboration with Milanese coachbuilder Carrozzeria Touring. The car was distinguished by streamlined, wind tunnel tested bodywork. Three spiders were made in 1952, with a 2-litre all-alloy four-cylinder engine; a year later one was modified into a coupé, and another one into a more conventional-looking spider. Two more examples were built fitted with a six-cylinder 3.5-litre engine from the Alfa Romeo 6C 3000 CM racing car. Four of the five cars built in total survive today. The 1900 C52 was originally developed in 1952 to take part to Sport category races. Its fully enveloping aerodynamic bodywork was developed and built together with Carrozzeria Touring, and wind tunnel tested. Studied to achieve a low drag coefficient even in crosswinds, the body featured a lenticular cross-section both viewed from the front and from the side; the underbody was faired-in. According to some the design of the Jaguar E-Type has some design cues similar to the Disco Volante. Built around an all-new tubular space frame, the Disco Volante used lightened components from the Alfa Romeo 1900. As on the 1900, the engine was an inline-four with double chain-driven overhead camshafts, but used an aluminium block and inserted sleeves instead of the 1900s cast iron one. While the 1900s 88 mm stroke was retained, cylinder bore had grown from 82.55 mm to 85 mm, bringing total displacement to 1,997.4 cubic centimetres; compression ratio was raised to 8.73:1. So configured, fed by two twin-choke sidedraught carburettors, the engine produced 158 PS at 6,500 rpm. The transmission was 4-speed gearbox with synchronised forwards speeds and a multi plate dry clutch. Suspension was, as on other Alfa Romeos of the time, by double wishbones at the front and solid axle linked to the chassis by an upper triangle and two lower longitudinal reaction arms. The brakes were drums on all four corners, and the 6.0×16″ tyres were fitted to wire wheels with duralumin rims. Thanks to its aerodynamic shape the car could attain a top speed of 220 kilometres per hour (140 mph). Three examples of the two-litre Disco Volante were built in total. In 1953 two of them were modified to carry out further aerodynamic tests. One was given a fixed roof, becoming an enclosed coupé; the other, doing away with the characteristic bulging wings in favour of more conventional ones, became the so-called “fianchi stretti” (Italian for “narrow hips”) spider. The latter car was the only Disco Volante to be raced in period—being fielded in some competitions during 1953—since the program did not progress past the experimental stage. Two more cars with the original spider body style were built fitted with a 3,495 cc, cast iron block, double overhead camshaft straight-six engine from the contemporary Alfa Romeo 6C 3000 CM racing car in place of the all-alloy four-cylinder; one was dismantled soon after its construction. Thanks to an output of 230 PS at 6,000 rpm, the 3.5-litre Disco Volante could reach a top speed of 240 km/h (149 mph). The spider and coupé 2.0-litre prototypes are preserved in the Alfa Romeo Museum in Arese, and are regularly used in classic car races. Estimated value of each is between 1 and 2 million Euro. The fianchi stretti spider is part of the Schlumpf collection, on display in the Musée national de l’automobile in Mulhouse, France. Finally, the unique remaining six-cylinder 3.5-litre spider is preserved in the Museo Nazionale dell’Automobile in Turin.

Following the 1900 family, Alfa’s next new model range would be cheaper and aimed at capturing some of the market from middle class buyers. Known as Giulietta, the 750 and later 101 Series were a series of family-sized cars made from 1954 to 1965, and Alfa Romeo’s first, successful, foray into the 1.3-litre class. The first to be introduced was the Giulietta Sprint 2+2 coupé which was premiered at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant, near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina arrived. The Giulietta used unibody construction and a front-engine, rear-wheel-drive layout. Front suspension was by control arms, with coaxial coil springs and hydraulic dampers. At the rear there was a solid axle on coil springs and hydraulic dampers. The axle was located by a longitudinal link on each side, and by a wishbone-shaped arm linking the top of the aluminium differential housing to the chassis. All Giuliettas (save for the last SZ examples) had hydraulic drum brakes on all four corners. The Giulietta used an Alfa Romeo Twin Cam straight-four of 1290 cc, with an aluminium alloy engine block and cast iron inserted sleeves. Bore and stroke measured 74.0 mm and 75.0 mm. The aluminium alloy cylinder head was of a crossflow design and featured hemispherical combustion chambers. The double overhead camshafts were driven by two timing chains, and acted on two valves per cylinder, angled 80°. In 1957 a more powerful Berlina version, called Giulietta T.I. (Turismo Internazionale) was presented with minor cosmetic changes to the bonnet, the dial lights and rear lamps. Carrozzeria Colli also made the Giulietta station wagon variant called Giulietta Promiscua. Ninety-one examples of this version were built. Carrozzeria Boneschi also made a few station wagon examples called Weekendina. A new version of the Giulietta Berlina debuted at the Frankfurt Motor Show in 1959. Mechanical changes were limited to shifting the fuel pump from the cylinder head to a lower position below the distributor, and moving the previously exposed fuel filler cap from the tail to the right rear wing, under a flap. The bodywork showed a revised front end, with more rounded wings, recessed head lights, and new grilles with chrome frames and two horizontal bars. The rear also showed changes, with new larger tail lights on vestigial fins, which replaced the earlier rounded rear wings. The interior was much more organised and upholstered in new cloth material; the redesigned dashboard included a strip speedometer flanked by two round bezels, that on the T.I. housed a tachometer and oil and water temperature gauges. The T.I. also received a front side repeater mounted in a small spear, unlike the Normale which kept the earlier small round lamp with no decorations. During 1959 the type designation for all models was changed from 750 and 753 to 101. In February 1961 the 100,001st Giulietta rolled out of the Portello factory, with a celebration sponsored by Italian actress Giulietta Masina. In Autumn 1961 the Giulietta was updated a second time. Both Normale and T.I. had revised engines and new exhaust systems; output rose to 61 bhp and 73 bhp. With this new engine the car could reach a speed of almost 100mph. At the front of the car square mesh side grilles were now pieced together with the centre shield, and at the rear there were larger tail lights. Inside the T.I. had individual instead of bench seats, with storage nets on the seatbacks. June 1962 saw the introduction of the Alfa Romeo Giulia, which would eventually replace the Giulietta. As until 1964 the Giulia only had a larger 1.6-litre engine, production of the standard Berlina ended with 1963, whilst the T.I. continued for a full year more. A last T.I. was completed in 1965. The Giulietta sport models had a different fate: Sprint, Sprint Speciale and Spider were fitted with the new 1.6-litre engine, received some updates and continued to be sold under the Giulia name until they were replaced by all-new Giulia-based models during 1965. These days., the Berlina is the model you see the least often. A few of the model are used in historic racing where the car takes on the might of those with far larger engines. A total of 177,690 Giuliettas were made, the great majority in Berlina saloon, Sprint coupé or Spider roadster body styles.

Along with the equally pretty Coupe model, this started out as part of the Giulietta range, but in later life adopted Giulia badging. This the more commonly seen of the pair, the lovely Giulia Spider 1600. Alfa had followed up the 1950 launch of the 1900 Berlina with a smaller model, the Giulietta. Known as the Type 750 and later 101 Series, the Giulietta evolved into a family of models. The first to be introduced was the Giulietta Sprint 2+2 coupé at the 1954 Turin Motor Show. Designed by Franco Scaglione at Bertone, it was produced at the coachbuilder’s Grugliasco plant near Turin. A year later, at the Turin Motor Show in April 1955, the Sprint was joined by the 4-door saloon Berlina. In mid 1955, the open two-seat Giulietta Spider, featuring convertible bodywork by Pininfarina, and it was one of these achingly pretty cars that was to be seen here. Alfa replaced the Giulietta with the Giulia in 1962, but as the Coupe and Spider were not ready, the Giulietta based models were kept in production, and renamed as Giulia. They gained a larger 1600cc engine, and this meant that the bonnet needed to be raised a little to accommodate the new unit, so the easy recognition beyond Giulietta and Giulia Spiders is whether there is a flat bonnet or one with a slight hump and a vent in it.

The 2600, or 106 Series, were an evolution of the model first seen in 1958 as a replacement for the 1900, and called the 2000 and known internally as the 102 Series. This was the time when Alfa was still in transition from being a maker of exclusive coachbuilt and racing cars to one that offered volume production models. The 102 Series were never likely to be big sellers, in a world that was still recovering economically from the ravages of the Second World War, but the range was an important flagship, nonetheless. The 2000 models ran for 4 years, from 1958 to 1962, at which point they were updated, taking on the name of 106 Series, with minor styling changes being accompanied by a larger 2600cc engine under the bonnet. As with the 2000 models, the new 2600 cars were sold in Berlina (Saloon), Sprint (Coupe) and Spider (Convertible) versions, along with a dramatically styled SZ Coupe from Italian styling house Zagato and a rebodied Berlina from OSI, all of them with an inline twin overhead cam six cylinder engine of 2.6 litres, the last Alfas to offer this configuration. Just 6999 of the Sprint models were made and 2255 Spiders, very few of which were sold new in the UK where they were exceedingly expensive thanks to the dreaded Import Duty which made them much more costly than an E Type. Many of the parts were unique to these cars, so owning one now is far harder than the more plentiful 4 cylinder Alfas of the era. Whilst the rather square styling of the Berlina, which won it relatively few friends when new and not a lot more in recent times means that there are few of these versions to be seen, the Sprint and Spider models do appear from time to time, and market interest in the cars is now starting to accelerate, with values rise accordingly. Seen here was one of the rarest models from the range, the 2600 Zagato.

There’s a complex history to this much-loved classic. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superceded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake.  Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968.  By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. The North American market cars had fuel injection, but everyone else retained carburettors.  Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

Looking very different from the rest of the Giulia range was a rather special Coupe, designed by Zagato. First seen in public at the Turin Motor Show of 1969, the GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork penned by Ercole Spada while he was at renowned Milanese styling house Zagato  Based on the floorpan, driveline and suspension of the 1300 Spider, the Junior Zagato had a  floorpan shortened behind the rear wheels to fit the bodyshell. the model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and, on early cars, aluminium doorskins. The Junior Zagato was not specifically intended for racing and did not see much use in competition.  In total 1,108 units were constructed, with the last being built in 1972 although the records suggest that a further 2 cars were built in 1974. In 1972 the 1600 Zagato came out of which 402 units were produced. In this case the floorpan was unaltered from the 1600 Spider, so that the normal fueltank could be left in place. As a consequence, the 1600 Zagato is approximately 100 mm (3.9 in) longer than the 1300 model. This can be seen at the back were the sloping roofline runs further back and the backpanel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare wheel. The 1600 Zagato has numerous other differences when compared to the 1300 Junior Zagato.so if you ever see two side by side, and were a real expert, you could probably tell them apart easily. The last 1600 Zagato was produced in 1973 and the cars were sold until 1975. This is definitely a “marmite” car, with some people loving the rather bold styling and others finding to just odd for their tastes. I am in the former category.

Seeking a model to compete against the Ford Corsair, BMW 2000 and Lancia Flavia, Alfa presented a new larger and more upmarket saloon car in January 1968. The result, the 1.8-litre engined 1750 Berlina was introduced in Italy along with the 1750 GT Veloce Coupé and Spider Veloce. Some days later it was displayed at the Brussels Motor Show. The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle’s distinctive creases were smoothed out, and there were significant changes to the trim details. The car’s taillights were later used on the De Tomaso Longchamp. The car had a 1,779 cc twin-carb engine which produced  116 hp with the help of twin carburettors. For the US market the 1750 was equipped with SPICA fuel injection. There was a hydraulic clutch. In 1971, the 1750 Berlina was fitted with an experimental three-speed ZF automatic gearbox. The model designation was 1750A Berlina. According to official Alfa Romeo archives, 252 units were produced with very few surviving to this day. Some 1750A Berlina didn’t have the model plate with production date embossed. The automatic gearbox wasn’t well-suited to the four-cylinder motor due to baulky shifting and ill-chosen gear ratio. Because of this, its fuel consumption was frighteningly high and acceleration was a bit too slow. During 1971 the 1750 series was superceded across the Alfa Romeo range by the 2000 series; creating, in this case, the  2000 Berlina. Key difference was a larger engine, bored and stroked out to 1,962 cc.  With two carburettors, this 2 litre Alfa Romeo Twin Cam engine produced 130 hp, giving a top speed of 200 km/h (124 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. The gearbox was a 5-speed manual though a 3-speed automatic was also offered. A different grille distinguishes the 2000 from 1750, and the external lights were also different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750. . In USA this engine was equipped with mechanical fuel injection.. A direct replacement in the 1.8-litre saloon class came that same year, in the form of the all-new Alfa Romeo Alfetta, though the two models ran in parallel for the next five years. In 1977 the Alfetta 2000, a two-litre upmarket Alfetta version, replaced the 2000 Berlina. Total sales of the 1750/2000 amounted to 191,000 units over a 10 year production life, 89,840 of these being 2000 Berlinas, of which just 2.200 units fitted with the automatic gearbox. You don’t see these cars that often,

Alfa Romeo had explored building a smaller front wheel drive car in the 1950s but it was not until 1967 that firm plans were laid down for an all-new model to fit in below the existing Alfa Romeo range. It was developed by Austrian Rudolf Hruska, who created a unique engineering package, clothed in a body styled by Giorgetto Giugiaro of ItalDesign. The car was built at a new factory at Pomigliano d’Arco in southern Italy, hence the car’s name, Alfa Sud (Alfa South). January 18, 1968, saw the registration at Naples of a new company named “Industria Napoletana Costruzioni Autoveicoli Alfa Romeo-Alfasud S.p.A.”. 90% of the share capital was subscribed by Alfa Romeo and 10% by Finmeccanica, at that time the financial arm of the government controlled IRI. Construction work on the company’s new state sponsored plant at nearby Pomigliano d’Arco began in April 1968, on the site of an aircraft engine factory used by Alfa Romeo during the war. The Alfasud was shown at the Turin Motor Show three years later in 1971 and was immediately praised by journalists for its styling. The four-door saloon featured an 1,186 cc Boxer water-cooled engine with a belt-driven overhead camshaft on each cylinder head. It also featured an elaborate suspension setup for a car in its class (MacPherson struts at the front and a beam axle with Watt’s linkage at the rear). Other unusual features for this size of car were four-wheel disc brakes (with the front ones being inboard) and rack and pinion steering. The engine design allowed the Alfasud a low bonnet line, making it very aerodynamic (for its day), and in addition gave it a low centre of gravity. As a result of these design features, the car had excellent performance for its engine size, and levels of roadholding and handling that would not be equaled in its class for another ten years. Despite its two-box shape, the Alfasud did not initially have a hatchback. Some of the controls were unorthodox, the lights, turn indicators, horn, wipers and heater fan all being operated by pulling, turning or pushing the two column stalks. In November 1973 the first sport model joined the range, the two-door Alfasud ti—(Turismo Internazionale, or Touring International).Along with a 5-speed gearbox, it featured a more powerful version of the 1.2 engine, brought to 67 hp by adopting a Weber twin-choke carburettor; the small saloon could reach 160 km/h. Quad round halogen headlamps, special wheels, a front body-colour spoiler beneath the bumper and rear black one around the tail distinguished the “ti”, while inside there were a three-spoke steering wheel, auxiliary gauges, leatherette/cloth seats, and carpets in place of rubber mats. In 1974, Alfa Romeo launched a more upscale model, the Alfasud SE. The SE was replaced by the Alfasud L (Lusso) model introduced at the Bruxelles Motor Show in January 1975. Recognisable by its bumper overriders and chrome strips on the door sills and on the tail, the Lusso was better appointed than the standard Alfasud (now known as “normale”), with such features as cloth upholstery, headrests, padded dashboard with glove compartment and optional tachometer. A three-door estate model called the Alfasud Giardinetta was introduced in May 1975. It had the same equipment of the Alfasud “L”. It was never sold in the UK and these models are particularly rare now. The Lusso model was produced until 1976, by then it was replaced with the new Alfasud 5m (5 marce, five speed) model, the first four-door Alfasud with a five-speed gearbox. Presented at the March 1976 Geneva Motor Show, it was equipped like the Lusso it replaced.  In late 1977 the Alfasud Super replaced the range topping four-door “5m”; it was available with both the 1.2- and 1.3-litre engines from the “ti”, though both equipped with a single-choke carburettor.The Super introduced improvements both outside, with new bumpers including large plastic strips, and inside, with a revised dashboard, new door cards and two-tone cloth seats. Similar upgrades were applied to the Giardinetta. In May 1978 the Sprint and “ti” got new engines, a 78 hp 1.3 (1,350 cc) and a 84 hp 1.5 (1,490 cc), both with a twin-choke carburettor.  At the same time the Alfasud ti received cosmetic updates (bumpers from the Super, new rear spoiler on the boot lid, black wheel arch extensions and black front spoiler) and was upgraded to the revised interior of the Super. The 1.3 and 1.5 engines were soon made available alongside the 1.2 on the Giardinetta and Super, with a slightly lower output compared to the sport models due to a single-choke carburettor. All Alfasuds were upgraded in 1980 with plastic bumpers, new instrument panel, headlamps and rear lights as well as other revisions. The Ti version was now fitted with a twin-carburettor version of the 1490 cc engine that had been fitted to the Sprint the previous year, developing 95 bhp A three-door hatchback was added to the range in 1981 in either SC or Ti trim and the two-door Ti and Giardinetta were deleted from most markets around this time. Belatedly in 1982 the four-door cars were replaced by five-door versions as by now, most of its competitors were producing a hatchback of this size, although some also produced a saloon alternative. The range was topped by the five-door Gold Cloverleaf, featuring the 94 hp engine from the Ti and enhanced interior trim. In 1983 an attempt to keep pace with the hot hatchback market, the final version of the Alfasud Ti received a tuned 1490 cc engine developing 105 PS Now named Quadrifoglio Verde (Green Cloverleaf) this model was also fitted with Michelin low profile TRX tyres on metric rims as well as an enhanced level of equipment. The five-door Alfasud saloons were replaced by the 33 models in 1983. The 33 was an evolution of the AlfaSud’s floorpan and running gear, including minor suspension changes and a change from four-wheel disc brakes to front disc and rear drum brakes to reduce costs. The three-door versions continued for a further year before being replaced by the unsuccessful Alfa Romeo Arna a joint venture between Alfa Romeo and Nissan.

There had been a much longer wait for a Coupe version of the AlfaSud than there had been for the larger Alfetta, with the Alfasud Sprint being presented to the press in September 1976 in Baia Domizia and shown at the Turin Motor Show in November some five years after the launch of the saloon. Designed by Giorgetto Giugiaro like the AlfaSud, whose mechanicals it was based on, it had a lower, more angular design, featuring a hatchback, although there were no folding rear seats. The AlfaSud Sprint was assembled together with the AlfaSud in the Pomigliano d’Arco plant, located in southern Italy—hence the original “Sud” moniker. Under the Alfasud Sprint’s bonnet there was a new version of the AlfaSud’s 1186 cc four-cylinder boxer engine, stroked to displace 1,286 cc, fed by a twin-choke carburettor and developing 75 hp at 6,000 rpm. Mated to the flat-four was a five-speed, all-synchromesh gearbox. The interior was upholstered in dark brown Texalfa leatherette and tartan cloth. Options were limited to alloy wheels, a quartz clock and metallic paint. In May 1978 the AlfaSud Sprint underwent its first updates, both cosmetic and technical. Engine choice was enlarged to two boxers, shared with the renewed AlfaSud ti, a 78 hp 1,350 cc and a 84 hp 1,490 cc; the earlier 1286 cc unit was not offered anymore, remaining exclusive to the AlfaSud. Outside many exterior details were changed from chrome to matte black stainless steel or plastic, such as the wing mirrors, window surrounds and C-pillar ornaments; the B-pillar also received a black finish, the side repeaters changed position and became square, and the front turn signals switched from white to amber lenses. In the cabin the seats had more pronounced bolsters and were upholstered in a new camel-coloured fabric. Just one year later, in June 1979, another engine update arrived and the AlfaSud Sprint became the AlfaSud Sprint Veloce. Thanks to double twin-choke carburettors (each choke feeding a single cylinder) and a higher compression ratio engine output increased to 85 hp and 94 hp, respectively for the 1.3 and 1.5. In February 1983 Alfa Romeo updated all of its sports cars; the Sprint received a major facelift. Thereafter the AlfaSud prefix and Veloce suffix were abandoned, and the car was known as Alfa Romeo Sprint; this also in view of the release of the Alfa Romeo 33, which a few months later replaced the AlfaSud family hatchback. The Sprint also received a platform upgrade, which was now the same as that of the Alfa Romeo 33; this entailed modified front suspension, brakes mounted in the wheels instead of inboard like on the AlfaSud, and drum brakes at the rear end. Three models made up the Sprint range: 1.3 and 1.5, with engines and performance unchanged from the AlfaSud Sprint Veloce, and the new 1.5 Quadrifoglio Verde—1.5 Cloverleaf in the UK. A multitude of changes were involved in the stylistic refresh; there were a new grille, headlamps, wing mirrors, window surrounds and C-pillar ornaments. Bumpers went from chrome to plastic, and large plastic protective strips were added to the body sides; both sported coloured piping, which was grey for 1.3 cars, red for the 1.5 and green for the 1.5 Quadrifoglio. At the rear new trapezoidal tail light assemblies were pieced together with the license plate holder by a black plastic fascia, topped by an Alfa Romeo badge—never present on the AlfaSud Sprint. In the cabin there were new seats with cloth seating surfaces and Texalfa backs, a new steering wheel and changes to elements of the dashboard and door panels. Sprint 1.3 and 1.5 came with steel wheels with black hubcaps from the AlfaSud ti. The newly introduced 1.5 Quadrifoglio Verde sport variant was shown at the March 1983 Geneva Motor Show. Its engine was the 1,490 cc boxer, revised to put out 104 hp at 6,000 rpm; front brake discs were vented and the gearing shorter. In addition to the green bumper piping, also specific to the Quadrifoglio were a green instead of chrome scudetto in the front grille, a rear spoiler and 8-hole grey painted alloy wheels with metric Michelin TRX 190/55 tyres. Inside a three-spoke leather-covered steering wheel, green carpets and sport seats in black cloth with green embroidery. In November 1987 the Sprint was updated for the last time; the 1.3 variant was carried over, while the 1.5 engine was phased out and the 1.5 QV was superseded by the 116 hp Sprint 1.7 Quadrifoglio Verde. The 1,286 cc engine was directly derived from the 33 1.7 Quadrifoglio Verde, and could propel the Sprint from 0 to 100 km/h in 9.3 seconds; to cope with the increased engine power, the 1.7 QV adopted vented brake discs upfront. the coloured piping and side plastic strips were deleted, and the Quadrifoglio had alloy wheels of a new design. A fuel injected and 3-way Catalytic converter-equipped 1.7 variant, with an engine again derived from a 33, was added later for sale in specific markets. There were a total of 116,552 Sprints produced during its lifespan, which lasted from 1976 to 1989. 15 of these formed the basis of the Australian-built Giocattolo sports car, which used a mid-mounted Holden 5.0 group A V8 engine. The Sprint had no direct predecessor or successor.

Slotting into the range below the Alfetta was the 116 series Giulietta, and there was just one of these cars, a late model. This Giulietta was introduced in November 1977 and while it took its name from the original Giulietta of 1954 to 1965, it was a new design based on the Alfa Romeo Alfetta chassis (including its rear mounted transaxle). While it was a conventional three-box saloon/sedan body style, a defining point of difference was at the rear, where there was a short boot, and a small aerodynamic spoiler, integrated into the body. The Giulietta was only offered in saloon form, but there were several estate/station wagon conversions made. First out was Moretti, whose conversion appeared in the first half of 1978. At launch, two models were available: Giulietta 1.3, with an oversquare 95 PS 1357 cc engine, and Giulietta 1.6, with a 109 PS 1570 cc engine, both Alfa Romeo Twin Cam inline-fours fed by two twin-choke carburettors. In April 1979, just under two years later, Giulietta 1.8 with a 122 PS 1,779 cc engine was added, and in May of the following year the Giulietta Super with a 2-litre engine (1,962 cc, 130 PS appeared. In summer of 1981, the Giulietta received a minor facelift, externally and internally, while the engines remained the same. The car got plastic protection around the lower body, while interior modifications included a new steering wheel and new seats. The instrument panel and the centre armrest were also modified. The Autodelta-produced Giulietta 2.0 Turbo Autodelta (175 PS) was introduced at the 1982 Paris motor show. This special version had a turbocharged 1,962 cc engine. The production Giulietta Turbodelta version had 170 PS and a KKK turbocharger coupled with two double-barrel Weber carburettors. All turbo versions were black with red interior; only 361 were produced. In the same year, the Giulietta 2.0 Ti and turbodiesel (VM) 1995 cc version with 82 PS were also introduced, going on sale in early 1983. In 1982, Alfetta and Giulietta turbodiesels achieved seven world speed records over 5/10/25/50 thousand kilometres and 5/10/25 thousand miles at Nardò (Lecce). While one of the quickest diesels in its category at the time, the Giulietta was rather costly and suffered from a very forward weight distribution (56.9 per cent over the front wheels). In late 1983, the “84” Giulietta (Series 3) was presented, with minor differences in appearance, bumpers were redesigned and the dashboard was significantly re-designed, the instruments changed slightly and the rear seat in some versions changed its form. Mechanically it was basically the same, with minor modifications to the brake booster and inlet manifold on some versions. The largest market for the Giulietta was South Africa, where a very successful TV advertising campaign by Alfa Romeo produced good sales between 1981 and 1984. Central to this campaign was emphasis of the Giulietta’s new ‘aerodynamic’ line, which was carried over to the 75, and then the 33. The Giulietta was the ‘last hurrah’ for Alfa in South Africa before the appearance of the 164 and 156 models in the 1990s. In 1985, after around 380,000 Giuliettas had been built, it was replaced by the Alfa Romeo 75, which used much of the Alfetta/Giulietta underpinnings.

I was delighted to see that the larger 164 was also represented here, as I had the pleasure of driving one for 4 years and 160,000 miles and to this day, it is the car I regret parting with more than any other of the fleet that I have owned over the years. When I bought mine, Alfa were selling a very small number of cars per month in the UK, so they were never that common, and sadly, survival rates are very low. Most people who know anything about the history of the 164 will be aware that this is one of the four so-called Type 4 cars, a joint venture involving Alfa Romeo, Fiat, Lancia and Saab. In 1978 these four marques agreed to each develop an executive saloon based on a shared platform to compete against the likes of the Ford Granada and Opel Rekord (Vauxhall Carlton) as well as more premium saloons by BMW and Mercedes-Benz in the form of the 5-Series and E-Class, respectively. Alfa’s Project 164 started life as Project 154 and was completed in 1981, then still under Alfa Romeo. A year later, that project morphed into the 164 based on the Type Four platform. This new model was designed by Enrico Fumia of Pininfarina, with a wedge shape that afforded it a leading drag coefficient of Cd=0.30. The design would later influence the rest of the Alfa Romeo range starting in 1990 with the major redesign of the 33 and culminating with the 155, and Pininfarina also adapted it (much to the maker’s chagrin) for the 1987 Peugeot 405 and the 1989 Peugeot 605 saloons. Initial testing of the 164’s dynamic elements (engine and drivetrain) began in 1984, where mules based on the then contemporary Giulietta were used. In 1985, the first pre-production 164’s were put through their paces on the road. Heavily disguised, with many false panels and even a false nose design (borrowing heavily from the then equally undeveloped 155), sporting 4 round headlamps, these vehicle mules served to test the 164 for the gruelling 1 million kilometre static and road testing demanded of the design. In 1986 and 1987, the first 150 164’s were given their pre-production testing. In terms of engineering demands, these exceeded every Alfa before, and by quite a substantial margin. In Morocco, desert testing saw 5 grey 164 Twin Sparks and V6’s undergo the equivalent of the Paris-Dakar rally. Road conditions varied from good tarmac to off-road conditions, and accelerometers confirmed the superiority of the 164 in terms of passenger comfort. This data was cross-confirmed in the engineering laboratory with a sophisticated dummy in the driver’s seat, with accelerometers both in its seat, and in its ears to mimic that of the semi-circular canals of the ear. The Twin Spark and the V6 underwent handling trials at Arese. The Twin Spark displayed very mature driving manners at the limit, with minimal skid. The V6 displayed a 25% increase in at-the-limit skid, a natural consequence of its greater nose weight. ABS testing confirmed that the Twinspark has superior braking to the V6. Brake linings of the 164’s were run at maximum braking until they literally glowed with heat, and displayed no deviation in form. The 164 was the first Alfa to feature slotted double-walled disc brakes. At no point were the discs drilled to release excess heat, the original design being demonstrated to be excellent. Sound production was tested in an anechoic chamber, the car being subjected to stress and road noise testing, with instruments and with live subjects at the wheel, on a specially designed rig. Electromagnetic stability of the complex electronic system was also tested, in an anechoic chamber equipped with EM emitters (radar). The 164 engines were run to destruction, the Twinspark proving to be the most robust, and with the longest possible engine life. The V6 displayed only 10% shorter overall engine life. All this testing meant that by the time the production car, called the 164 was unveiled at the 1987 Frankfurt Motor Show – the last model to be developed while the Alfa Romeo was still a fully independent company, even though the launch was a few months after the takeover by Fiat – that the car was far more thoroughly developed and tested than any Alfa preceding it. There were plenty of innovations in the build, too, thanks to the extensive use of galvanised steel for the frame and various body panels for the first time in the brand’s history. Moreover, the car featured advanced electronics thanks to the most complex wiring harness fitted to any Alfa Romeo. For example: it had three onboard computers (one for air conditioning, one for instrumentation, and one for the engine management); air conditioning and instrument functions shared a multiple-mode coded Zilog Z80-class microcontroller for dashboard functioning). The instrumentation included a full range of gauges including an advanced check-panel.. The car was a sensation at launch. For a start, it looked fantastic thanks to Enrico Fumia of Pininfarina’ design. The first 1:1 scale model of the car had been produced in 1982 and design cues had been publicly revealed on the Alfa Romeo Vivace concept car, which was exhibited at the 1986 Turin Motorshow that went on to influence the design of the Alfa Romeo GTV and Spider (916 series) launched in 1993, but the result was distinctive and elegant and very different from any of its rivals, or indeed any of the other Tipo 4 cars. The 164 became the first Alfa to benefit from extensive use of computer aided design, used to calculate structural stresses that resulted in a very rigid but still relatively lightweight chassis. Although sharing the same platform as that of the Lancia Thema, Fiat Croma and Saab 9000, by virtue of the fact that it was the last of the four to enter production, it featured unique front suspension geometry and the most distinctive styling of the lot. In fact, for example, the other cars all shared identical side door panels. Though still voluminous, the 164 had the tightest aperture to the boot, which had a 510-Litre capacity. The interior was spacious and modern, available with standard velour seating or leather trim depending on the model. Its dashboard continued the avantgarde design of the exterior with a centre dashboard that was dominated by a large number of seemingly identical buttons arranged in rows. Air-direction within the ventilation system was controlled by a pair of servomechanisms, which were constructed using notoriously fragile plastic gears that were prone to failure. Depending on the model, the 164 could feature automatic climate control and electronically controlled damping suspension – the latter, for example, in the sports-oriented Quadrifoglio Verde (“Green Cloverleaf “) and 164S models. This suspension actively reduced damping in response to conditions to provide a dynamic compromise between road holding and comfort. At launch, the original 164 range comprised three models: a 148 bhp 2.0 Twin Spark, the 192 bhp 3.0i V6 12-valve and a 2.5 Turbodiesel (badged “TD”). It took a year before the first cars reached the UK and the first eighteen months saw only the 3 litre model offered. The bigger selling 2.0 TS arrived in the simmer of 1990, just before the range was expanded by the 4-cylinder 2.0i Turbo, the sports-oriented 3.0i V6 Quadrifoglio Verde (badged “QV” or “S”) and North American export versions that included the luxury-oriented 164 L (“L” for Lusso) and the 164 S (in essence, the “QV”). Apart from minor running production upgrades, the next change came in 1993 with the launch of the 164 Super. Key differences on the outside consisted of larger bumpers with chrome trimmings added to the upper edge and revised headlights with a slimmer profile. Inside, there were revised instruments and a centre console that featured more delineated switchgear. The range was now also bolstered by a 3.0 V6 24V with a 24-valve engine upgrade and the 3.0 V6 Quadrifoglio 4 (badged “Q4”), which was the most powerful and sole all wheel drive variant built. Production ended in late 1997, with a gap of nearly two years before the replacement model would go on sale.

ALPINA

One of the first turbocharged Alpinas was this, the B7 Turbo of 1978 to 1982, based on the 3.0-litre 630 CSi. This coupe is powered by a modified M30 inline six engine paired to a manual transmission. The original car produced 176bhp, but through the fitment of a Triple K27 turbocharger, plus low-compression Mahle pistons and a revised fuel-injection system it had between 250bhp and 300bhp courtesy of a variable boost gauge. It also had upgraded Bilstein suspension plus ventilated discs front and rear. Just 153 were built. The BMW Alpina B7 E24 was produced until 1988.

AMC

The AMC Pacer is a two-door compact car produced in the United States by American Motors Corporation (AMC) from 1975 through the 1980 model year. The Pacer was also made in Mexico by Vehículos Automotores Mexicanos (VAM) from 1976 until 1979 and positioned as a premium-priced luxury car. Design work began in 1971. The rounded shape and large glass area were unusual compared with the three-box designs of the era. The Pacer’s width is equal to full-sized domestic vehicles at the time, and AMC promoted this unique design feature as “the first wide small car”. The Pacer was the first modern, mass-produced, U.S. automobile design using the cab forward concept. Upon its introduction, reviews used descriptions such as “futuristic, bold, and unique”. The Pacer featured an aerodynamic “jellybean” styling, numerous innovations such as different door lengths. This was noted “as a space-efficient car, seemingly from the future”. The Pacer stood out at a time when “Detroit was still rolling out boat-sized gas guzzlers.” American Motors’ chief stylist Dick Teague began work on the Pacer in 1971, anticipating an increase in demand for smaller vehicles throughout the decade. The new car was designed to offer the interior room and feel of a big vehicle that drivers of traditional domestic automobiles were accustomed to, but in a much smaller, aerodynamic, and purposefully distinctive exterior package. American Motors called it “Project Amigo” as a fresh design “featuring a body style not seen before, using the latest technology and exceeding upcoming safety regulations”. Car and Driver magazine wrote, “It was the first car designed from the inside out. Four passengers were positioned with reasonable clearances, and then the rest of the car was built around them as compactly as possible.” American Motors explored many unique solutions to what Teague called the “Urban Concept” car. Not only different sized doors for the driver and passenger sides were considered, but also using a Wankel engine and front-wheel-drive. The first development mule was made by shortening both the front and the rear of an AMC Matador by 30 in (762 mm). The shape was highly rounded with a huge glass area and was very unusual for its time. Road & Track magazine described it as “fresh, bold and functional-looking”. The Pacer featured a rounded and aerodynamic “jellybean” styling The body surface was 37% glass, and its surface area of 5,615 square inches (3.6 m2) was 16% more than the average passenger car at the time. The May 1976 issue of Car and Driver dubbed it “The Flying Fishbowl,” and it was also described as “the seventies answer to George Jetson’s mode of transportation” at a time when “Detroit was still rolling out boat-sized gas guzzlers.” Development was under Product Group Vice President Gerald C. Meyers, whose goal was to develop a unique car: “Everything that we do must distinguish itself as being importantly different than what can be expected from the competition.” Even before its introduction, AMC’s Board Chairman Roy D. Chapin Jr. described “It will be a visibly different car, maybe even controversial. It’s an idea that represents a transition between what has been and what’s coming. Today versus tomorrow.” According to Popular Mechanics, “This is the first time in the history of the American automobile industry that a car manufacturer has said in advance of bringing out a new product that some people may not like.” The Pacer was in sharp contast to the conventional boxy and recliniar automobile body styles of the 1970s. Road and Track described the car’s styling “with all those rounded corners, the lack of distinct edges, and acre upon acre of curvilinear surfaces”. American Motors explored many futuristic ideas, but the automaker needed more resources to build components from scratch. Instead, they needed to use outside suppliers or adapt existing components and parts in their production facilities. Unique for a comparatively small car, the Pacer was as wide as a full-size American car of the era. American Motors did not describe it as “cab forward”. Nevertheless, the Pacer’s layout included wheels pushed to the corners (short overhangs), a relatively wide body, and A-pillars moved forward. The windshield was placed over part of the engine compartment, with the bottom edge of the glass forward of the firewall. Contrary to some reports, the Pacer was not widened 6 inches (152 mm) to accommodate the rear-wheel drive configuration. The editor of Road & Track asserted that front-wheel drive, as well as a transverse mid-engined configuration, were among “various mechanical layouts … tossed around by the idea people at AMC,” adding that “it’s unlikely they ever had much hope of being able to produce anything other than their traditional front engine and rear drive, using components already in production.” The introductory 1975 AMC advertising and literature proclaimed it “the first wide small car”. The width was dictated partly by marketing strategy—American drivers were accustomed to large vehicles, and the Pacer’s occupants had the impression of being in a larger car—and partly because AMC’s assembly lines were already set up for full-size vehicles. Teague’s low-drag design was highly innovative, predating the fuel crisis and the flood of small imports into the American market. Pacer’s drag coefficient of 0.43 was relatively low for that time. Teague even eliminated rain gutters, smoothly blending the tops of the doors into the roof—an aerodynamic detail that, although criticized at the time for allowing rain onto the front seat, has become the norm in today’s designs. Also unique was that the passenger door was four inches (101 mm) longer than the driver’s on the left side. This made passenger egress easier, particularly from the rear seats, and they would also tend to use the safer curbside in countries that drive on the right. Engineers also took an entirely fresh approach with the Pacer’s front suspension and engine mounting. It was the first U.S. small car to isolate the engine and suspension system noises from the passenger compartment. The entire front suspension was mounted on a crossmember isolated from the frame extensions by heavy rubber bushings. It is also different from all other AMC cars, with the coil spring between the two control arms seated on the lower wishbone arm at the bottom and in the suspension/engine mount crossmember at the top. The rear suspension was also isolated, requiring a unique tool to press the one-piece bushings in and out of the mounting brackets. Other aspects of the Pacer were designed for ease of service, including the dashboard and instrument panel—using a minimum number of easily accessible screws and featuring a removable cover/bezel without the need to disconnect the speedometer cable—and access to the light bulbs. The Pacer’s design was ranked to be equal with the new Aspen-Volare compacts as the most serviceable cars in the industry. The Pacer was the second American production car, after the Ford Pinto, to feature rack-and-pinion steering. The system was mounted low at the front of the crossmember. The body was designed with the aim that structural lines protected it from hit damage, and AMC engineers claimed that they succeeded in more than 50% of the car’s surface. In the mid-1970s, the U.S. government mandated significant vehicle safety improvements starting with the 1980 model year cars. These included 50-mile-per-hour (80 km/h) front-end crash testing, 25-mile-per-hour (40 km/h) side crash testing, and 30-mile-per-hour (48 km/h) rollover testing, as well as the installation of bumpers that would resist a 5-mile-per-hour (8 km/h) impact at the front and 10-mile-per-hour (16 km/h) at the rear. “Full-circle body protection was designed into the Pacer, starting with the energy-absorbing bumper mounts” through upper and lower box-section rails on each side extending back to the front pillars, as well as from the bases of the pillars behind the doors, the box-section members in the body floor curve up and continue past the rear wheel houses. The Pacer was designed from the start to meet the expected stringent safety specifications. The low beltline and window design afforded the driver outstanding visibility. The Pacer had laminated safety glass in the windshield. The articulated front wipers were hidden when in their parked position, while a rear wiper and washer system was optional. General Motors, Ford, and Chrysler persuaded U.S. government authorities that modifying existing production cars to comply with the new regulations was not financially viable. They would face enormous expenses to produce new, safety-compliant vehicles. As a result of the lobbying, the requirements were reduced, including the deletion of several safety features. For example, production Pacers did not feature an actual roll bar over the passenger compartment, but the bump in the roof remained. The design of the Pacer was strong for a small car, making it solid and heavy with protection features that included strong and massive bumpers. The wide B-pillars were described by AMC as having “roll bar-like characteristics”. Even with the Pacer’s large glass area, passengers are not positioned near the windows because they all bow out from around seated occupants. The Pacer’s wide stance also makes it stable and provides a unique feeling when inside the car, providing credence to the marketing phrase used by AMC: “You only ride like a Pacer if you’re wide like a Pacer.” The editors of The Motor opined the “more you study both the general layout and the detail features of the Pacer, the more convinced you become that the men who dreamed it up and decided to make it actually do drive around in crowded cities and consequently realize from their own experience that the traditional big barges are less and less easy to navigate through our streets.” The unusual proportions of the Pacer provided buyers the “idea of feeling like they were sitting in the front of a roomy big American car, but without all the unnecessary length.” Car and Driver road testers also noted the Pacer’s “smooth and quiet ride can probably be attributed to a front subframe that isolates the passenger capsule from the engine, suspension and steering loads” making the car “eminently stable and controllable, with its rack-and-pinion steering and wide track”. The Pacer’s remaining safety features were not strongly advertised and seldom influenced a potential customer’s purchasing decision. The car’s extra weight—due in part to the safety equipment and the abundance of heavy glass—hurt fuel economy: production models tested by the United States Environmental Protection Agency (EPA) gave 16 mpg‑US (15 L/100 km; 19 mpg‑imp) in the city, but 26 mpg‑US (9.0 L/100 km; 31 mpg‑imp) or better on the highway (depending on driving habits and transmission), thanks to aerodynamic efficiency. Initially, the car was designed to have a Wankel rotary engine. In 1973, AMC signed a licensing agreement with Curtiss-Wright to build Wankels for cars and Jeep-type vehicles. (The agreement also permitted Curtiss-Wright to sell rotaries elsewhere.) Later, AMC decided instead to purchase the engines from General Motors (GM), who were developing them for use in their cars. However, GM canceled development in 1974 for reasons that included durability issues, the fuel crisis, tooling costs (for the engines and a new product line designed to take advantage of the rotary’s ultra-compact dimensions), and the upcoming (the late 1970s) U.S. emissions legislation. It was also thought that the high-revving Wankel would not suit Americans accustomed to low revs and high torque. General Motors’s change of plans left the Pacer without an engine. American Motors took a calculated risk and introduced the new model. The company’s over-commitment to the project resulted in entrapment with so much money and effort in the car’s design. Engineers hastily reconfigured it to accept their existing straight-six engine. This involved a complete redesign of the drivetrain and firewall to keep the longer engine within the body dimensions designed for the Wankel, but allowed the Pacer to share many mechanical components with other AMC models. Newsweek noted the “Pacer’s primary competitive drawback is gasoline mileage: AMC offers only six-cylinder engines and the car gets only 18 miles per gallon in the city and suburban driving vs. 23 mpg or more for some four-cylinder competitors.” The “outside of the box” thinking incorporated by AMC in the Pacer as the first “wide, small car” attempted to capture a revolutionary change in the marketplace,[38] but a radical departure from what was accepted by consumers as “good styling” was a risky strategy. Only the largest firms can stick with a radical element until it “grows”, and the automaker’s dominance in the marketplace may eventually establish it as a standard feature. However, by the late 1970s the styling research axiom no longer applied that if a car with some controversial styling was liked by at least half of the potential market segment; then chances were good that this feature was a differential advantage for the manufacturer. The AMC Pacer incorporated many controversial styling and design innovations that led to its market failure after five model years. American Motors developed the Pacer by identifying emerging trends and design technologies, but it faced a small window of opportunity since a product that comes out either too early or too late can fail even if the opportunity was there initially. A further complication was the purchasing dynamics and the Pacer’s design was focused on maximizing the internal sense of space, while the market focused on external dimensions. Many of the attributes the Pacer incorporated became the goal of all manufacturers in the two decades that followed. With an uncommonly wide and short body for a small car, the Pacer’s design is still controversial, while its engines did not contribute to fuel economy. Nevertheless, “the foresight by Teague and AMC was correct” with approaches to meet the evolving U.S. government regulations covering automobiles (such as the Highway Safety Act of 1970 and the new National Highway Traffic Safety Administration). American Motors began the development of an entirely new car in 1971. It invested $52 million in tooling and $8 million in associated expenses to bring out the Pacer. Production began in January and the Pacer was unveiled on 13 January 1975. Sales in AMC dealer showrooms began on 28 February 1975. The Pacer was designed to attract buyers of traditional large cars to a smaller package during a time when gasoline prices were projected to rise dramatically. The new car was well received and seen as futuristic by journalists and buyers. Pacer production, which started at 530 cars a day was increased to 700 a day by April, and went up to 800 per day in September. Pacer sales success can be attributed to lack of competition from the other domestic automakers who had been blindsided by the oil crisis. Production passed 100,000 Pacers in less than eight months after production began. This was the first time a new AMC model achieved the 100,000 mark in less than one year. By way of comparison, it took more than two years for the Gremlin to reach 100,000 units after production of it began in January 1970. The early demand outstripping production capacity affected the Pacer’s build quality. In its first year of production, the Pacer sold well, with 145,528 units. The increased demand for compact, economy vehicles grew rapidly, and the other automakers were rolling out their small cars. Pacer sales fell after the first two years. The Pacer’s unconventional styling was commonly cited in its continued lack of success. Other concerns included the limited cargo space when carrying a full load of passengers (primarily because of the steeply sloping rear roofline design). Folding down the rear seat backrest formed a flat-floored, 29.5 cubic feet (0.84 m3) cargo area. Design work on the new car began five years before its launch. Richard Teague explained this “was before weight was magnified as a super economy consideration”. The Pacer was heavy, with only six-cylinder engines available, and drivers cited a lack of power. Car & Driver wrote, “American Motors had already quoted a curb weight of 2990 lb. for the basic Pacer when we first wrote about the car, and that already seemed quite heavy; but when we weighed the test car (whose air conditioning, automatic transmission, power steering and so forth would not account for the full difference) it registered an astounding 3425 lb.” The standard 232 cu in (3.8 L) I6, with a single-barrel carburetor was optimized for low emissions (all vehicles at the time carried emissions-reducing devices, including exhaust gas recirculation); making the Pacer relatively low-powered (“The Pacer comes with either of two AMC inline six-cylinder engines, both producing 100 bhp, but the larger 258-cu-in. unit deliver[s] better mid-range torque”). The EPA fuel mileage results showed the 258 cu in (4.2 L) one-barrel engine with manual transmission achieved better economy (20 mpg‑US (12 L/100 km; 24 mpg‑imp) city and 31 mpg‑US (7.6 L/100 km; 37 mpg‑imp) highway) compared to the standard, lower displacement drive train (17 mpg‑US (14 L/100 km; 20 mpg‑imp) city and 25 mpg‑US (9.4 L/100 km; 30 mpg‑imp) highway). When equipped with the automatic transmission the Pacer’s fuel economy was almost identical between the 232 and 258 cu in (3.8 and 4.2 L) engines. Additionally, a two-barrel version of the 258 cu in (4.2 L) engine was available with automatic transmission, which helped performance and the same fuel consumption rating as the one-barrel version. The EPA results noted the same fuel economy in actual on-the-road driving because in-use mileage depends on many factors. Nevertheless, the EPA method can be used to compare fuel use by cars under identical conditions, and the EPA calculated the industrywide average of the 1976 model year cars tested to be 17.6 mpg‑US (13.4 L/100 km; 21.1 mpg‑imp) in simulated city-plus-highway driving. None of the 1976 Pacer drivetrain configurations included catalytic converters and met California’s more stringent antipollution standards. In mid-year 1976, a floor-shifted four-speed manual transmission was made available on the Pacers. Because of the requirement to use unleaded gasoline, a new “quench-head was incorporated in I6 engines for 1977 that pushed the air-fuel mixture closer to the spark plug, created more turbulence for better mixing, allowed an additional 3 degrees of spark advance without knock, and gain an extra one mile per gallon fuel efficiency. By the time a 304 cu in (5.0 L) V8 was offered for the 1978 Pacer, AMC introduced a line of “luxury-compact” models (the AMC Concord). Moreover, gasoline prices in the U.S. remained high, limiting demand for V8-powered vehicles. A station wagon body style was added for the 1977 model year. Structurally the same as the coupe and providing “lots of head, leg, and elbow room” as the coupe, but the wagon featured significantly increased cargo capacity. The wagon body style was as novel as the unusual Pacer coupe model and featured huge doors for access. The design was identical to the coupe up to the B-pillar. A new roof extended from the B-pillar to a full-width rear hatch hinged at the roof line that provided an opening down to the top of the rear bumper. Rather than lengthening the coupe’s wheelbase, the station wagon featured a 4-inch (102 mm) extension, redesigned rear quarter panels, and rear side windows. The stretch made the wagon body design weigh only 76 pounds (34 kg) more than the coupe. The Pacer wagon also had a less unusual-looking body style with a squared-off back and straight, almost upright, rear-side windows. The wagon’s rear side glass featured standard vent windows, while front vent windows were optional on all Pacers. The broad and rear liftgate eased the task of loading cargo as it opened to a wide, flat cargo area with 47.8 cubic feet (1.35 m3) of space, about 50% more than the coupe. Additionally, the back cushion of the rear seat could be unlatched and folded down to form a continuation of the cargo floor. The demand for small station wagons represented 30 to 40% of the total car-line market in the U.S. The two-door Pacer wagon was positioned as entering a new segment rather than as a substitute for AMC’s continuing four-door Hornet station wagon. Some Pacer wagon models featured simulated woodgrain trim on the lower body sides and the liftgate. Increasing competition from the Big Three U.S. automakers and the rapid consumer shift to small imported cars during the late 1970s decreased demand for the Pacer models. Automobile buyers in the U.S. adjusted to smaller and lighter cars, mainly imports that offered better gas mileage; the AMC Pacer could not match German and Japanese cars. Achieving about 22 mpg‑US (11 L/100 km; 26 mpg‑imp), the Pacer was not a top choice for customers during the 1979 energy crisis. Moreover, AMC’s partnership with Renault brought the Renault 5 named “Le Car” to the AMC dealers as a more economical model. The design of the Pacer prompted changes to the Renault 5 to adapt it to some of the U.S. marketplace conditions. Similar to its mid-year introduction, on 3 December 1979, production of the Pacer ended at the Kenosha, Wisconsin, assembly plant where it had begun five years earlier. A total of 280,000 Pacers were built. Increasing competition from the Big Three U.S. automakers and the rapid consumer shift to imported cars during the late 1970s are the reasons for this outcome

ARTCURIAL AUCTIONS

Several of the large Auction Houses hold a sale in Paris during this event. There is not space for all of them to do so on-site, with just Artcurial having the privilege of being inside the event. They have a large area of Hall2, and access to get up close to the cars is by catalogue, which at a rather steep €80 is something that most people – me included – decide not to pay. So I could only see the cars parked around the perimeter of their area, which were these:

1940 BMW 327:

1963 Ferrari 250 GT/L Lusso:

1966 Ferrari 275 GTB: This magnificent berlinetta was delivered new on 19 April 1966 to Franco Britannic Autos, in Levallois, and sold to its first owner, M. Caillas, from Paris, who registered it as 6842 GX 78. It was finished in blue (Celeste Metallizzato) with black leather upholstery. We discovered from information passed on to us by Marcel Massini that the car was serviced on 13 February 1967 by Factory Assistenza Clienti de Ferrari, in Modena (order n° 70G), when the odometer read 11 189 km. In 1972 it was acquired by the current owner, who already knew about the car, having seen it where he lived in Oise, and where the car had been registered since 1969. At the time, the Ferrari was grey with a beige leather interior and had the registration number 2113 QB 60. The current owner was looking to replace his Jaguar E-Type, which he sold in part-exchange (estimated at 18 750 francs) for this car in addition to a cheque for 26 000 francs from Euro Sport, in Linas-Montlhéry. The file includes a copy of the bill of sale. The owner’s wife remembers going to fetch the car, and finding the clutch so hard to use that she was unable to change gear properly…The mileage was 60 000 km at that time. Once serviced, it was used for long journeys throughout Europe, in the direction of Italy and Denmark… When the owner bought himself a Maserati Bora in 1977 that was used for long trips, the car was taken out less often. Since then, the stunning 275 GTB has been driven much less, but during the 1980s, its then owner decided to revive the car, giving it a coat of paint, and entrusting the necessary mechanical work to Toni Auto in Maranello. When the berlinetta was sold at our 2015 Rétromobile auction it had 104,000km on the clock and was grey with beige upholstery; it was in unrestored original condition and had the huge advantage of having had only one careful owner for the past 40 years. It was for this reason an important Belgian Ferrari connoisseur, bought it. He was looking for a car to use as the basis for an exemplary restoration. Supervised by the Belgian specialist Gipimotor who fully redone the mechanic, the best Italian craftsmen were therefore called upon. The body was restored by Bacchelli e Villa Autosport at Bastiglia and the car was returned to its magnificent original colour of Celeste Metallizzato. The interior was restored by Luppi in Modena. After two years’ work, the car was restored to its former glory and received its Ferrari Classiche certification, which confirmed that it still had its original engine and gearbox. Our client was then won over by the overall condition of the car and decided to buy it, finding its original colour especially unusual and attractive. According to his taste, he is having a set of Cromodora alloy wheels fitted on the car, but a set of 4 Borrani wire wheels will be supplied with the car. The Ferrari 275 is one of the most desirable berlinettas produced by the prancing horse marque. It represented a major technical advance on the 250 GT Lusso, the model it replaced, featuring all round independent suspension and a gear box mated to the rear axle. The engine size of the famous V12 « Colombo » increased to 3.3 litres producing 280 bhp, which allowed this stunning car to reach 250 km/h. Pininfarina produced a superb design to house this work of art that reflected its performance. The long bonnet, compact roofline and GTO-style side vents added a touch of aggression to the styling that combined sportiness with elegance. The cockpit was also given a sporty appearance, with bucket seats and pared down interior. In addition to these characteristics, the Ferrari 275 GTB on offer is the desirable « long nose » version, more elegant than the first 275 GTBs. It also benefits from the « torque tube » transmission system that limits vibration and noise and avoids the need for frequent alignment of the transmission shaft. Supplied new in France and with only three owners since 1972, this 275 GTB is quite exceptional. The quality of its restoration was confirmed during an extended road test. It should be emphasized that the car was recently set up by the leading specialist Philippe Gardette after a complete check, and Ferraris that run this well are few and far between. Once you get behind the wheel, you have the impression that you could eat up the miles at high speed for hours on end. You need only stop if you want to admire the quality of this 275’s bodywork and the distinctive colour of its paintwork, which seems to change according to the light falling on it, serving only to accentuate the perfect harmony of its lines.

1966 Ferrari 275 GTB: “The 275 GTB is … responsive, very agile and fast. (…) Its comfort, the quality of its finish and its original styling justify an exceptional price for an exceptional car. It is a thoroughbred, luxurious without being flabby, and with a fiery temperament, which pulls on your arms and demands an experienced gentleman-rider to get the most out of it.” It was in these glowing terms that José Rosinski concluded his test of the new 275 GTB for Sport Auto in July 1965. A few months later, a new version was presented, characterised by their longer, lower nose to improve the car’s roadholding, and a slightly enlarged rear window. Chassis 08151 is part of this desirable series and, as the historian Marcel Massini has confirmed, it is one of the 93 cars built with the all-aluminium bodywork. This highly exclusive 275 GTB left the factory in Maranello on 17 January 1966, finished in ‘Argento Metallizzato 106-E-1’ with an interior in ‘Nero VM 8500’ Connolly leather, while the engine was equipped with three carburettors. It was sold new on the 29th of that month to Noris Lastucci from Prato, near Florence, through the Ferrari agent Reato Nocentini of the Garage de la Rotonde. Registered two days later as FI 309003, the car was kept by its first owner until 23 September 1969, when it was sold to Franco Boni from Florence, for 3,300,000 lire. In 1971, the berlinetta was bought by Dr Paul F. Schouwenburg from Amsterdam; at the time, it belonged to a Dutch criminal who had been given a prison sentence and had left the car for nearly a year in an outdoor car park. Photographs from the time show the attention the car needed after this spell in purgatory. The same year, Dr Fokke Bosch from the Netherlands became the car’s owner and had the car restored and repainted in sky blue metallic. During the 1980s, it remained in the Netherlands, passing through the knowledgeable hands of Sanders Van der Velden and then the collector Pieter Boel. In October 1994, the GTB was advertised in the Ferrari Market Letter, offered for sale by the French company GTC: it was described as having six carburettors and coming fresh from a full restoration in Italy. It was the renowned specialist Cognolato who was responsible for this restoration, when it was also painted in its current shade of ‘Rosso Corsa’. In 1997, Xavier Beaumartin, a collector from Bordeaux, acquired the car and drove it in the Tour de France Automobile in 1997 and 1998. It was at the beginning of 1999, during a trip with his wife to the south of France to look at a Ferrari Daytona, that André Cadiou finally set his sights on chassis 08151, which his wife, a discerning lady, strongly preferred to the Daytona. Cadiou then took part in six editions of the Tour Auto, as well as the Targa Florio Revival in 2000. A keen motorsport enthusiast, Cadiou did not hesitate to travel long distances with his 275 or to take part in competitive events, covering nearly 40,000km behind the wheel. In 2005, he had a four-point custom-made roll cage built and installed by Provost Automobiles and a fire extinguisher system fitted. With its desirable all-aluminium body, six-carburettor engine, external bonnet latches, long-range driving lights (the glass of one of which will need to be replaced), as well as its bonnet-mounted bug deflector, the car has all the attributes of the models entered in competition in period. Today, we can admire the patina of its restoration, and an examination of the car confirms that it still has its original engine/gearbox/rear axle. In this regard, a bill mentions that the final drive was replaced in 2004. As the car had not been driven for six years, it has just been recommissioned and the usual checks carried out by the specialist Alfredo Sampaio, who has taken care of the cars in the collection for several years. Chassis 08151 can lay claim today to the best possible overall specification for a 275 GTB, while its history is known and well-documented, making it one of the most exceptional examples on the market, which will be eligible for the most select events. It was not so much the fact of owning this 275 that made André Cadiou happy, but the act of driving it … and we are delighted to invite you to continue the same approach. As a great car enthusiast, a demanding collector and above all, a passionate driver, Andrew Cadiou was a well-liked figure in the industry. In order to combine his passion for driving, motorsport and classic cars, he patiently built his ideal collection made up of carefully selected and complementary models, all ready to hit the road or the track in any circumstances. From the Transemirates to the Rally of Morocco, passing through the Tour de France Auto or the Targa Florio Revival, Andre Cadiou was not the type to leave his cars at the back of the garage: 20,000 km in the 2.7 RS and 40,000 km in the 275 GTB… with servicing accordingly. Every choice was justified by his sharp knowledge: the 2.7 RS, exchanged for the 964 RSR that won its category at the 24 Hours of Le Mans in 1993, was one of the first 500 examples assembled for homologation; purchased when he actually came to inspect a Daytona, the 275 GTB was one of 93 examples with an aluminium bodywork; the 365 GT/4 BB (French since new) was directly inspired by the sports prototypes of that era; and even the Alpine was the penultimate example of a limited series of 100 units! When asked in 2000 about the choice of his 365 GT/4 BB for the Tour of Spain, he replied: “Indeed, I initially entered the Ferrari 275 with which I took part in the Targa Florio Revival. But it’s a fairly fragile car. I then entered my Jaguar E-Type but I changed my mind again, thinking the 365 GT/4 BB was better suited to the heat of Andalusia. It’s an exceptional car to drive, easier than the E-Type and even the 275. I like mid-engine GTs, they are lively machines and very enjoyable to drive”. Handling discretion and humour as well as the steering wheel, he had a great deal of happiness when using his cars, far more than owning or admiring them. Andre Cadiou passed away in 2012 and today, his cars are just waiting to find new knowledgeable hands to be used carefully for their primary purpose: to go fast.

1972 Ferrari 246 GT Dino: It has become very rare to find a Dino 246 with a clear and well-documented history. As confirmed by the model’s historian Matthias Bartz, this is the case with this interesting example which was delivered on the 23rd February 1972 by the Automobiles Charles Pozzi dealership. The car was then finished in a rare Marrone Dino Metalizzato colour with a black vinyl interior. Only 215 Dino examples were produced in this specific colour. According to Matthias Bartz, the car was then registered 515 BTE 75 in the name of Claude Bich who resided in Paris, probably the eldest son of Baron Bich. In 1975, it belonged to a certain Mr. Gilles, before being acquired by Mr. Leroy who then sold it to Mr. Lemoine in 1977. It was from the latter that our seller bought this beautiful Dino on the 28th September 1979, the car had been repainted red by one of its previous owner He was then a young long-haul pilot for a major company. The car had covered 80,000 km and he used it primarily as a daily driver. As shown by the extensive invoice file, the first service he carried out was at the Pozzi establishments, who would then service the car regularly while it was registered 4267 YH 77. Following a move to Montpellier in 1987, the car was re-registered in the Herault and Patrice Cartier (formerly working at Pozzi) from the Sud Racing garage took care of it. In 2007 when the car had a mileage of 126,637 km, the Sud Racing garage carried out a full engine rebuild (invoices available) which is the original one. As shown in a photo file, the bodywork was completely stripped and repainted in the current Rosso Corsa colour. Initially made of vinyl, both seats were redone in buffalo leather. In 2022 with a mileage of 130,773 km, the car was serviced and the steering rack was changed. Now displaying 131,744 km on the odometer, (probably since new), this example is particularly interesting for its specifications and its history. In the hands of a careful owner for 45 years, it has been driven with pure joy for over 50,000 km on board. It is now ready for the discerning enthusiast to enjoy.

1974 Ferrari 365 GT4/BB: The Ferrari 365 GT4 BB was unveiled at the 1971 Turin Motor Show. An innovative car, the result of a lengthy development process, it was directly inspired by the Sports prototypes of the period. It had a mid-mounted flat-twelve ‘boxer’ engine: a 4.4-litre unit producing 360bhp, it was the work of Mauro Forgheri and was installed behind the driver, giving the car its ‘Berlinetta Boxer’ name. This layout made it possible to adopt a very low, streamlined body, designed by Leonardo Fioravanti for Pininfarina. The 365 GT4 BB was the company’s first high-performance mid-engined GT and led to the 512 BB and BBi models, whose engines were, however, less peaky than their predecessor. The historian Marcel Massini has confirmed that chassis 17589 left the factory on 22 April 1974 for delivery that month to the French importer Charles Pozzi. At the time, the car had remarkable ‘Argento Metallizzato’ paintwork, with a beige Connolly leather interior. The elegant BB was first registered on 24 May 1974, and then, in 1977, in the Seine-Saint-Denis department. In 1998, André Cadiou bought the car after it had been in the Tarn since 1990 and had been restored, with a change in colour to red, along with a black leather interior. In 1999, before taking part in the Tour d’Espagne, the engine – with no number on the crankcase – was sent to Pozzi for a complete rebuild. Cadiou particularly enjoyed this Ferrari, with which he took part in three editions of the Tour d’Espagne, and shared his impressions of it in 2000: “It’s an exceptional car to drive, much easier than the E-Type and even the 275. I like mid-engined GTs, they’re really lively and very pleasant to drive.” The car was then used and maintained regularly, before being entrusted to the Sevin garage, originally to be repainted. In the end, what ensued was a restoration spread over a period of ten years. The body was entirely restored and any parts that were too badly damaged were replaced, before it was repainted in red, with the section below the waistline in black. We were, moreover, able to judge the quality of the panel alignments. The upholstery was scarcely worn and could be kept. The running gear was stripped down and restored, as was the braking system. The engine was overhauled and the timing gear changed about three years ago, the carburettors were cleaned and the seals replaced. Meanwhile, the electrical system was checked and repaired as needed. As this work was spread over a long period of time and the car has since been driven very little, we recommend that its new owner carry out a general service, including the replacement of the timing belt. With just 387 cars built, this 365 GT4 BB sold new in France has had significant work done on it and offers a rare opportunity to add to your collection an important milestone in the history of Ferrari’s GT cars.

2001 Ferrari 550 Barchetta: This car stands out on account of its exceptional original condition and its very low mileage: just 915km at the time of going to press. Sold new on 9 August 2001 to an Italian company in Fiorano, it was serviced on 19 June 2012 by Motor Service in Modena, at 637km. Motor Service followed the car from new and we have a record of all the work carried out at the time. The Ferrari 550 Barchetta then moved on to another Italian company before it was bought by a British enthusiast based in London and registered in England. According to its service book, a service was carried out on 10 August 2017, at 855km, by Lancaster Colchester, an official Ferrari specialist, and the timing belts were replaced. It was in 2019 that our client, who was fascinated by its exceptional condition and unusual colour, bought it from the renowned Ferrari dealer Jo Macari to join his ‘Silver Collection’. In December 2024, it was sent to Charles Pozzi in Levallois for a service, and the timing belts and tyres were again replaced. Given its low mileage and the care taken to maintain it, this 550 Barchetta is in exceptional original condition, with its magnificent Grigio Alloy paintwork and superb black leather interior, which is marred only by its slightly warped appearance around the passenger airbag. It comes with all the equipment which was supplied when the model was new: two helmets for track use with their covers, its toolkit, Ferrari fitted car cover and the document wallet containing the service book and owner’s manual. It has its original black hood, complete with its protective cover. In addition, the car was certified by Ferrari Classiche on 1 December 2017, confirming its original colour of ‘Grigio Alloy 750’, with an interior in ‘Pella Nera VM 8500’. The 550 Barchetta is in itself an extremely appealing car with its elegant styling and 5.5-litre V12. In the near-new condition of this example and in a rare colour, it is quite unique and will be the envy of all collectors.

2006 Ferrari F430 Spider: Unanimously known as a true success, the F430 is characterised by its 4,308 cc V8 engine that develops 490 hp at 8,500 rpm. Visible through the transparent bonnet, this stunning engine was mostly connected to a robotic “F1” gearbox, but only a few rare examples were ordered with the optional 6-speed manual gearbox. This particular desirable Spider version is one of them. Sold new in Monaco by the G. Cavallari dealership, it was registered in the principality on the 13th July 2006. Its first owner chose the traditional Rosso Corsa colour with black leather interior. This beautiful Ferrari was then regularly serviced, as evidenced by its service logbook which shows the progression of its mileage; at the time of our inspection, the mileage displayed 16,939 km in total. As a major enthusiast of the brand, its current owner acquired it in 2020 and the latest service was carried out at Modena Sport in November 2024, when the mileage was at 16,776 km. This F430 Spider comes with its tool kit, the inflator, as well as all logbooks and a duplicate set of keys. Replaced by a more modern JVC version, the original radio will also be provided with the car. As one of the rarest configurations and its undeniable future in a collection, this example will enable you to enjoy the captivating sound of its superb atmospheric V8 engine, as well as the rhythmic sound of the gear lever clicking on the metal grid at each gear change; all while enjoying the pleasure of its open top interior…

1969 Maserati Indy 4200: Designed and built by the coachbuilder Vignale and launched at the Geneva Motor Show in 1969, the Maserati Indy had the advantage of a body offering room for four, with a sloping rear window that provided access to the boot. At the heart of the car was its quad-cam V8, designed by Giulio Alfieri and based on the engine fitted to the Maserati 5000 GT. Flexible and strong, it produced 250bhp in 4.2-litre guise. In addition, the Indy was luxuriously finished, Maserati’s hallmark. When it was delivered new on 7 October 1969 in Palermo, in Sicily, this Indy was finished in light blue metallic ‘(Celeste Chiaro’) with a blue leather interior. In 2015, it was bought from Classic & Race Cars – Peter Schleifer & Co. in Leipheim by a major collector of Italian sports cars based in Bavaria. It was then completely overhauled by Bernd Werndl’s workshop, HC History Car, in Munich, and since then has undergone maintenance work for a total cost between 2015 and 2024 of 21,650 euros. Finished in red, the colour our client particularly likes, it is in very good condition today, whether in terms of its bodywork or its superbly preserved interior. The engine bay, with its original engine, is just as good, and thanks to the car’s rear seats, its new owner will be able to take the family out for trips or holidays.

1977 Maserati Merak SS: Lighter than the Bora on which it was based, the Merak was powered by the 3-litre V6 developed for the Citroën SM and had the advantage of offering two small rear seats. The SS version, introduced in 1975, was more powerful, enabling it to compete with the Lamborghini Urraco and Ferrari Dino. The Merak SS we are offering for sale left the factory on 9 February 1977 and was first registered on 21 February 1978 in Milan. It was finished in ‘Rosso Fuoco’ (flame red), with black leather upholstery. According to the information available to us, it had four owners in Italy, in the area around Milan, and was last registered in the Mantua area. It was there that its current German owner bought the car in 2015, thus adding a red Maserati to his large collection of cars on this theme. Since then, it has been brought back to Germany to join its peers, but it has hardly been driven and its owner is now selling it for lack of use. It has never been restored and is in very well preserved condition, with its original black leather interior. It has no obvious faults, but a thorough service should be carried out before it is driven hard. Sold with a cancelled Italian Libretto, it has the benefit of being a car which has kept its original appearance and integrity and is offered in a particularly interesting version.

1977 Maserati Khamsin: Supplied new on 26 October 1977 to Qatar, this Maserati Khamsin was then white (’Bianco Polo’) with blue velour upholstery. Bought in 2015 in Italy by its current owner, a major collector of Italian sports cars from Bavaria, it was completely restored between 2016–2020. The engine was entrusted to Sportwagen-Center-Sieben, a Maserati specialist at Thulbach in Bavaria, the body and paintwork to Ostermeier in Munich and the interior to the Autosattlerei Kraft, also in Munich. The total cost of the restoration amounted to 95,000 euros, a figure reflected in the quality of the entire car, with its utterly beautiful red paintwork, immaculate blue velour interior, which looks exactly as it did originally, and superbly finished engine. The latter is the original unit (confirmed by the Maserati factory), as is the gearbox. It would be an understatement to say that this car does justice to this little known model from Maserati, which is particularly rare as only 435 cars were built from 1974–1982. Named after an Egyptian wind, the Khamsin was the last Maserati designed by Giulio Alfieri and in this desirable version with its 320bhp 4.9-litre V8, it featured all-round independent suspension and Citroën’s hydraulically assisted systems for its brakes and steering. Its styling by Marcello Gandini for Bertone combined elegance and originality, with a glass panel at the rear in which the taillights seemed to float. This is a magnificent example of this powerful, elegant and unusual model.

1958 Mercedes-Benz 220S Convertible:

1962 Mercedes-Benz 190SL: The 190 SL is an essential model in any collection focused on Mercedes-Benz. Its current owner patiently searched for a fully restored example to complete his collection. He discovered this example in the Frankfurt region, after it already had a full restoration carried out in Germany. Although the restoration file has been lost, an inspection of the car demonstrates the quality of the work carried out. The bodywork was stripped down and repainted in the traditional “silver grey” colour. Alignments are good and the paint job is of good quality. The underbody was treated and repainted; the running gear was restored. On board, the interior can accommodate three people thanks to a small seat at the back. The upholstery was redone in black leather and the dashboard is complete and decorated with a Becker Mexico car radio, while a more modern car radio has been discreetly installed under the dashboard. A warning system was also fitted for safety. Under the bonnet, the 4-cylinder engine is still equipped with its Solex carburettors and we were able to witness that the car is in good working order, carefully serviced by the mechanic of this collection. Appraised in March 2024, this 190 SL deserves the attention of enthusiasts looking for a carefully and accurately restored model.

1969 Mercedes-Benz 280 SE Cabriolet: This elegant 280 SE Cabriolet left the factory in September 1969 to be shipped to the USA. It retained the blue colour (reference 903) and had the most desirable options for the model: 4 electric windows, air conditioning and Becker car radio. As a Mercedes enthusiast, its current owner acquired it to complete his collection, attracted by the extensive work the car had undergone upon its arrival in Europe as well as its original specifications. During the restoration, the car was repainted in an elegant midnight blue colour with a matching soft top. Special attention was given to the alignment of the openings. Restored in beige leather and enhanced with beautiful revarnished woodwork, the upholstery matches the bodywork elegantly. Matching leather seat belts were fitted to the front seats. Linked to a four-speed automatic transmission, the powerful six-cylinder engine was clearly rebuilt and is today in working order. It was in fact a former Mercedes mechanic who serviced the cars in the collection. All electrical equipment is working (including the Becker car radio), while the air conditioning will need to be recharged. We also noted that the mileage counter was replaced by one graduating in km/h. Combining elegant colours and design with an opulent interior and generous performance, this convertible (appraised in April 2024) promises many long and pleasant drives.

Messerschmitt KR200:

1972 Porsche 911 Carrera RS: The Carrera RS 2.7 made its world début at the Paris Motor Show in 1972. It was designed to be homologated in Group 4 and therefore benefitted from several weight-saving measures, a 210bhp engine and aerodynamic features including the famous ‘ducktail’ rear spoiler. Its success exceeded its manufacturer’s expectations since the total of 500 examples required had been reached by the end of the show. Altogether, more than 1500 cars were built, and the model evolved in response to innovations and regulations, maintaining a tradition of ‘customer competition’ models to which few makes can lay claim. This example is one of the first 500 built for homologation in Group 4. According to the records, this Touring version (M472) left the factory in December 1972 and was registered on 8 February the following year. Finished in ‘Tangerine’ (ref. 2323), it had front sports seats (option code 409) upholstered in leatherette and Perlon velour. It was collected directly from the factory by its first, German owner. It was, moreover, in Germany that the famous dealer Pierre Landreau found the car, before selling it in 2002 to Michel Seydoux, a connoisseur and lover of fine cars. The car had already been fitted with the engine from an older example (chassis no. 235) and had just undergone a complete, high-quality restoration, as was confirmed to us by Seydoux, who brought it home in third place on the Rallye du Maroc in 2003 and then finished second the following year. “This car gave me a lot of pleasure: it was fast and never broke down”, he told us. In 2007, André Cadiou became its owner, buying it in exchange for the Porsche 964 3.8 RSR which had won its category at the 24 Hours of Le Mans in 1993! A keen driver, he then took part in the Rallye du Maroc and in numerous outings with the French Porsche Club RS, covering more than 20,000km with it. Regularly maintained, the car has remained in superb condition, with a discreet patina. The original fuel tank has been replaced, and the bucket seats and old door cards will be supplied with the car. It was last serviced by Porsche in 2018; it has been driven little since and has just been given the usual checks by Alfredo Sampaio. Still kitted out with its regularity equipment, this attractive 2.7 RS needs only a new driver to tackle the most prestigious events. As a great car enthusiast, a demanding collector and above all, a passionate driver, Andrew Cadiou was a well-liked figure in the industry. In order to combine his passion for driving, motorsport and classic cars, he patiently built his ideal collection made up of carefully selected and complementary models, all ready to hit the road or the track in any circumstances. From the Transemirates to the Rally of Morocco, passing through the Tour de France Auto or the Targa Florio Revival, Andre Cadiou was not the type to leave his cars at the back of the garage: 20,000 km in the 2.7 RS and 40,000 km in the 275 GTB… with servicing accordingly. Every choice was justified by his sharp knowledge: the 2.7 RS, exchanged for the 964 RSR that won its category at the 24 Hours of Le Mans in 1993, was one of the first 500 examples assembled for homologation; purchased when he actually came to inspect a Daytona, the 275 GTB was one of 93 examples with an aluminium bodywork; the 365 GT/4 BB (French since new) was directly inspired by the sports prototypes of that era; and even the Alpine was the penultimate example of a limited series of 100 units! When asked in 2000 about the choice of his 365 GT/4 BB for the Tour of Spain, he replied: “Indeed, I initially entered the Ferrari 275 with which I took part in the Targa Florio Revival. But it’s a fairly fragile car. I then entered my Jaguar E-Type but I changed my mind again, thinking the 365 GT/4 BB was better suited to the heat of Andalusia. It’s an exceptional car to drive, easier than the E-Type and even the 275. I like mid-engine GTs, they are lively machines and very enjoyable to drive”. Handling discretion and humour as well as the steering wheel, he had a great deal of happiness when using his cars, far more than owning or admiring them. Andre Cadiou passed away in 2012 and today, his cars are just waiting to find new knowledgeable hands to be used carefully for their primary purpose: to go fast.

ASTON MARTIN

Built in 1930 with the sole focus of heading for the race track, LM4 was a Works spec thoroughbred through and through.  Highly praised for its pleasing aesthetics, it was described as “one of the nicest looking racing Aston-Martins ever to emerge from the Feltham works” in Inman Hunter’s book (ASTON MARTIN 1913-1947).  An era when the Aston Martin factory was situated just a short drive from HWM in Walton on Thames. For a brand new car in 1930, LM4 managed to exceed all expectations with its first race. ‘Bert’ Bertelli and Holder drove LM4 to achieve 2nd in class and 4th overall at the 1930’s Brooklands Double Twelve. The results continued; Sammy Davis drove LM4 to achieve 1st and 7th in class at the Irish Grand Prix.   In 1932, LM4 once again took a prominent stand. Cookson, the LM4’s new owner, accomplished 2nd and 3rd place on handicap, followed by a Premier Award and Special Award at Brooklands once more. As seen with LM3 and LM5 models, Aston Martin generally altered the bodies of their Works cars to 2/4 seat coachwork structures. These were usually reformed into the same body formats as their main production cars, in an attempt to appeal to a larger audience. It is therefore tremendously significant to be able to enjoy LM4 in an original, preserved format. This only adds to the allure of such a historic car. LM4 was completely re-built in the late 1990s to a very high standard; all the unique factory-lightened castings were retained. The car as a whole has maintained its originality whilst remaining practical; the bodywork has a charmingly oxidised tinge – testifying to its impressive history, whilst maintaining its usability. The engine was re-built to its full racing specification by Ecurie Bertelli. However, the original engine has been kept with the car, making it possible to re-build if desired. After this restoration, LM4 proved that age is just a number. It enjoyed outings at Le Mans Classic back in 2002, 2004 and 2006. The 2006 race was piloted by Dr Ulrich Bez, the then current CEO of Aston Martin. LM4 may have been the only Aston Martin to have been raced by two of the company’s CEOs.

Oldest of the post-war Astons on display were a number of cars from the DB2 family. This was the first new post-war Aston, and the first car to adopt the now legendary DB naming convention, reflecting the fact that in 1947 David Brown had bought the Aston Martin and Lagonda companies and incorporated them as Aston Martin Lagonda Ltd.  Lagonda’s 2.6 litre dual overhead cam, straight-six engine, more powerful than the pushrod 1.9 litre unit in the Aston Martin 2-Litre Sports, was the main objective in Brown’s acquisition of the company. W. O. Bentley had supervised the engine’s design, which was largely by William (Willie) Watson, an engineer with the pre-war Invicta company who had collaborated on Lagonda’s pre-war V12 and also designed the short-lived post-war version. Work then started on producing a new car, which was called the DB2. This new model would utilise a version of the Lagonda engine in a shortened version of the tube-frame chassis designed by Claude Hill for the Aston Martin 2-Litre Sports, with a fastback coupé body designed by Frank Feeley. Three pre-production cars were entered for the 1949 24 Hours of Le Mans. One, which would become the development car for the production DB2, had the Lagonda straight-6, while the four-cylinder Aston Martin 2-litre unit powered the other two. After six laps the Lagonda-powered car, driven by Leslie Johnson, retired with overheating caused by failure of the water pump. One of the 2-litre cars was in 4th place and running without brakes when it crashed two hours short of the finish, fatally injuring driver Pierre Maréchal. The other finished 7th, crewed by Arthur Jones and Nick Haines. A month later, the larger-engined car, driven by Leslie Johnson and Charles Brackenbury, finished 3rd in the Spa 24-hour race, where one of the 2-litre cars was driven to 5th by Nick Haines and Lance Macklin. For 1950 all three factory team cars were equipped with the Lagonda engine. At the 1950 Le Mans race the one driven by George Abecassis and Lance Macklin finished 5th, with Brackenbury and Reg Parnell bringing another home 6th, which won Aston Martin 1st and 2nd in the 3-litre class. Across the Atlantic, Briggs Cunningham drove his DB2 to 2nd in its class at the inaugural Sebring race meeting in December 1950. The factory team cars continued racing in Europe throughout 1951, including at Le Mans, where Macklin and Eric Thompson took 3rd overall, with Abecassis and Brian Shawe-Taylor 5th. David Brown soon embarked on a series of Aston Martins designed specifically for competition use, starting with the DB3. Meanwhile, the production DB2 debuted at the New York Auto Show in April 1950 and continued in production until April 1953, by which time 411 had been made. The first 49 had a chrome-framed front grille in three separate parts, and large rectangular cooling vents in the front wings. Subsequent cars had a one-piece grille with horizontal chrome slats, and no side vents. The single-piece bonnet was hinged at the front. At the rear of the fixed-head coupé (FHC) a small top-hinged lid gave access to the spare wheel, and luggage space was behind the front seats, accessible only from inside the car. Later in 1950, a Drophead Coupé (DHC) variant was introduced. At least 102 were built. In April 1950, an engine with larger carburettors, inlet camshaft the same as the exhaust (for increased duration), and higher compression ratio pistons (8.16:1) was made available. Aston Martin’s first Vantage upgrade option offered 125 hp. Initially the higher compression ratio made the engine unsuitable for the British market, as the postwar austerity measures of the early 1950s restricted UK vehicles to 72 octane “Pool petrol”. The first DB2 Vantage, LML 50/21, was delivered to, and raced by, Briggs Cunningham in the United States. A revised version of the DB2 was launched in 1953, called the DB2/4. It was available as a 2+2 hatchback, marketed as a Saloon, as a Drophead Coupé (DHC) and as a 2-seat Fixed Head Coupe. A small number of Bertone bodied spiders were commissioned by private buyers. A further update in 1957 created the Mark III, and this was produced until the launch of the DB4 in 1958.

Technically the DB4 was a development of the DB Mark III it replaced but with a completely new body. The DB4’s design formed the basis for later Aston Martin classics, such as the DB4 GT Zagato, the Lagonda Rapide 4-door saloon. It was eventually replaced by the Aston Martin DB5. The lightweight superleggera (tube-frame) body was designed by Carrozzeria Touring in Milan, and its Continental looks caused a sensation on its unveiling at the 1958 London Motor Show. Although the design and construction techniques were Italian, the DB4 was the first Aston to be built at the company’s Newport Pagnell works. The 3670 cc engine, designed by Tadek Marek, was a double overhead cam straight-6, with cylinder head and block of cast R.R.50 aluminium alloy, a further development of the earlier engine. The engine was prone to overheating initially, but the 240 hp produced by the twin-SU carburettor version made buyers forgive this unfortunate trait[citation needed]. Servo-assisted disc brakes were fitted all round: early 11.5 in Dunlops were replaced by Girlings. The independent front suspension used ball-jointed wishbones, coil springs and rack-and-pinion steering. The live rear axle also used coil springs and was located by a Watt’s linkage. The normal final-drive ratio for British and European use was 3.54:1: in the United States the ratio was usually 3.77. Customers wanting a car with an especially high top speed could choose a 3.31:1 ratio. A car with the British standard 3.54 final drive ratio tested by The Motor magazine in 1960 had a top speed of 139.3 mph and could accelerate from 0-60 mph in 9.3 seconds. A fuel consumption of 17.7 mpg. The test car cost £3967 including taxes. There were five “series” of DB4. The most visible changes were the addition of window frames in Series II and the adoption of a barred (rather than eggcrate) grille in Series IV. The Series III cars differed from the earlier ones in having taillights consisting of three small lamps mounted on a chrome backing plate. Earlier cars have single-piece units and the last Series V cars of September 1962 have similar taillights but recessed. The Series V also has a taller and longer body to provide more interior space, though the diameter of the wheels was reduced to keep the overall height the same. The front of the Series V usually was of the more aerodynamic style as already used on the Vantage and GT models, a style that was later carried over to the DB5 cars. A convertible was introduced in October 1961. It featured in-house styling similar to the Touring saloon, and an extremely rare factory hardtop was also available. In total, 70 DB4 convertibles were made from a total DB4 production run of 1,110 cars. 30 of these were Series IV, with the remaining 40 belonging to the Series V. 32 of the total convertibles built (11 and 21 of the different series respectively) were equipped with the more powerful Vantage engine. Top speed for the regular version is about 136 mph.

This is a rare Aston Martin DB5 Shooting Brake, a luxury estate car version of the iconic DB5. Only 12 were originally built by coachbuilder Radford, making it one of the rarest Aston Martins ever produced.      It was commissioned by Aston Martin owner David Brown so he could transport his hunting gear and dogs in one of his company’s cars. The model featured an enlarged 4.0-litre engine producing 282bhp.     Each shooting brake began life as a fully finished saloon and cost significantly more due to the modifications.

Also here was the DB6, a model which was launched in 1965 as a replacement for the DB5 which had run since 1963. The wheelbase was now 4″ longer than before, resulting in an extensive restyle with a more raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance, but the major change was at the rear where a Kamm tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. “The tail lip halves the aerodynamic lift around maximum speed and brings in its train greater headroom and more luggage space”, declared Motor magazine, concluding that the DB6 was one of the finest sports cars it had tested. Famed employee, Tadek Marek, designed the six cylinder engine, which had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Premiered at the 1965 London Motor Show, the DB6 Volante marked the first occasion the evocative ‘Volante’ name had been applied to a soft-top Aston Martin. After 37 Volante convertibles had been completed on the DB5 short wheelbase chassis, the model adopted the longer DB6 chassis in October 1966. A mere 140 DB6 based Volantes were manufactured, and of these only 29 were specified with the more powerful Vantage engine

The Aston Martin DBR9 is a racing car built by Aston Martin Racing, debuting in 2005 and racing actively in international sportscar racing until the end of GT1 category in 2011. The name DBR9 is derived from the original 24 Hours of Le Mans-winning DBR1 car, named for then-owner David Brown, which not only won the 24 Hour race in 1959 but also the World Sportscar title. The car is most famous for taking two LMGT1 class wins at Le Mans 24 Hours (2007 and 2008) by the Aston Martin Racing factory team. Based on the Aston Martin DB9 road car, the DBR9 retains the chassis, engine block, and cylinder heads of the road car’s V12 engine. The rest of the car is re-engineered for high performance competition use. The DBR9’s bodywork is a blend of optimum aerodynamic performance and the styling of the DB9 road car. All the body panels are constructed from carbon fibre composite (except the roof) to minimize the weight of the car. To complete the aerodynamic body, the bottom of the car is flat all the way from the front to the rear diffuser. To optimise rear downforce a carbon fibre wing has been added. The engine develops 625 bhp and 746 Nm (550 lb/ft) of torque, using two 31.2 mm (1.2-inch) air restrictors. Completely unrestricted, however, this engine is capable of developing over 750 bhp, and over 880 Nm (649 lb/ft) of torque. The DBR9 goes from 0 to 60 mph (97 km/h) in 3.4 seconds, and 0 to 100 mph (161 km/h) in 6.4 seconds. For the 2007 24 Hours of Le Mans, Prodrive made modifications to the DBR9 design to not only improve performance, but also to increase driver comfort in the cockpit. Due to new regulations put into place by Le Mans organizers, the DBR9 required the installation of an air conditioning unit, to prevent overstressing drivers. Prodrive went further by putting a heat-resistant white roof on all new cars to assist in keeping cockpit temperatures down. Performance modifications included the removal of two, now immaterial, cooling vents from the bonnet of the car. The DBR9 won the Sebring 12 Hours for its LMGT1 category in 2005, but came third in Le Mans 24 Hour behind arch-rivals Corvette Racing due to fuel problems. In 2006, the DBR9 was unable to repeat its success at Sebring, finishing second behind a Corvette. A similar situation occurred at Le Mans as well. Despite not winning Sebring and Le Mans, Aston Martin Racing regularly challenged Corvette Racing for victory in the rest of the American Le Mans Series schedule, with victories at Lime Rock Park, Miller Motorsports Park, Mosport, Petit Le Mans, and Mazda Raceway Laguna Seca. Aston Martin capped their 2006 ALMS season by finishing second in the GT1 Manufacturer’s Championship, earning the factory team an automatic entry to the 2007 24 Hours of Le Mans. In the Le Mans Endurance Series, Larbre Compétition took the Team’s Championship, with victories at the 1000 Kilometres of Istanbul and 1000 Kilometres of the Nurburgring, a second-place finish at the 1000 Kilometres of Jarama, and a fifth-place finish at the 1000 Kilometres of Donington. The DBR9 came into the 2006 FIA GT Championship being title contender favourites, but the season was somewhat lacklustre with only two victories at Mugello and Dubai. The Phoenix Racing Aston Martin DBR9 narrowly missed out on victory at the 24 Hours of Spa-Francorchamps. BMS Scuderia Italia cited a problem with finding the right tyre compound with their Pirellis as the factor for their lack of success. For 2007, Aston Martin was finally able to overcome their woes at Le Mans, securing the GT1 class victory for the #009 Aston Martin Racing DBR9. Larbre’s DBR9 would also manage third place in class. The teams running DBR9s managed to finish every car entered. To celebrate that historic victory, Aston Martin built a very limited edition of the DB9 called the DB9 LM (Le Mans), which featured a unique colour, called the Sarthe Silver (named to the track where the Le Mans racing is held), also DBS clear taillights, specific wheels, Magnum silver meshes and crossbar, Sport Pack as standard, a specific interior with red stitching and tertre rouge facia trim. All cars were individually numbered and they are very sought-after today. Later in 2007, Aston Martin launched another limited production, the DBS road car which has many styling cues taken from the DBR9 in conjunction with the James Bond film Casino Royale. Aston Martin Racing’s DBR9s raced 2006 and 2007 under the numbers 007 and 009, in honour of James Bond. Unlike the DB9 LM, which was an ultra-exclusive (only 60 built) cosmetic package, the DBS brought many technology from the racing world. A lot of carbon fibre and aluminium used in the body, a serious power upgrade to the engine and a new interior. In 2008, while Larbre and Scuderia Italia moved on from Aston Martin, Prodrive continued to field a two-car factory team at the 24 Hours of Le Mans. The #009 numbered car, with the new Gulf Oil sponsored paint scheme, driven by Darren Turner, Antonio Garcia and David Brabham, won its class. A Le Mans-spec DBR9 participated in the 2009 Super GT season, marking Aston Martin’s debut in the series.

The Aston Martin Valkyrie (also known by its code-names as AM-RB 001 and Nebula) is a limited production hybrid sports car collaboratively built by British automobile manufacturers Aston Martin, Red Bull Racing Advanced Technologies and several other parties. The sports car is a product of collaboration between Aston Martin and Red Bull Racing to develop a track-oriented car entirely usable and enjoyable as a road car, conceived by Adrian Newey, Andy Palmer, Christian Horner and Simon Sproule. Adrian Newey, who was Red Bull Racing’s Chief Technical Officer, aided in the design of the car. The original codename was Nebula, an acronym for Newey, Red Bull and Aston Martin. The name AM-RB 001 was chosen as the final codename, and was decided since Aston Martin and Red Bull Racing had collaborated all throughout the project. AM stands for Aston Martin, and RB stands for Red Bull. 001 may be a reference to it being the first production car the two have collaborated on. In March 2017, Aston Martin revealed that the car would be named Valkyrie, after the Norse mythological figures. According to Red Bull, the name was chosen to continue the tradition of “V” nomenclature of Aston Martin’s automobiles and to distinguish the vehicle as a high-performance car (the “V” was used as the distinguishing factor). The Aston Martin Valhalla, which is known as “Son of Valkyrie”, likewise has its origin in the mythological location Valhalla. A show car was initially unveiled to the public in order to give the public an idea of its design. The design was in a near-production-ready form. The exterior of the car is extremely aerodynamic for a sports car, with an extensively open underfloor, that works on the principle of the Bernoulli and Venturi effects and is capable of producing 18,000 N (1,800 kgf) of downforce at high speed (See Ground effect (cars)). Gaps on top of the car (for example, above the front axle and the roof intake) and a large front splitter aid in generating downforce. The wheels are also designed to manage the airflow and be as light as possible at the same time. The interior design was leaked online on 20 June 2017 and gave a preview of the car’s design. The interior has no gauge cluster, but rather a collection of screens. By the left and right corners are the screens for the camera side mirrors. One screen sits at the top of the center console, which may have a collection of live vehicle information, and regular vehicle controls, but this is not confirmed. A screen is used on the race-inspired steering wheel and acts as the driver gauge cluster. Dials and switches sit beside the wheel screen to allow for easier changes without driving interruption. The seats, formed from hollow carbon fibre straight into interior perimeter, are bucket variants, and have two seat belts for each car seat.  Because of the extremely small interior and doors (which are practically roof-only hatches), each seat is designed specifically for the owner’s body shape through 3D scanning. A removable steering wheel provides slightly more space for entry and exit. In February 2017, Aston Martin revealed most of the vehicle’s specifications. The final specifications were revealed later in the year. Several manufacturers (other than Aston Martin and Red Bull) have taken part in the Valkyrie’s construction, those being Cosworth, Ricardo, Rimac Automobili, Multimatic, Alcon, Integral Powertrain Ltd, Bosch, Surface Transforms, Wipac, HPL Prototypes and Michelin. The car contains a 6.5-litre naturally-aspirated V12 engine tailored by Cosworth, which produces around 746 kW (1,000 hp) at 10,500 rpm, with a redline of 11,100 rpm. This will make it the most powerful naturally-aspirated engine ever to be fitted to a production road car. With a KERS-style boost system akin to those fitted to F1 cars, the Aston Martin Valkyrie’s hybrid system has been developed by two main technical partners; Integral Powertrain Ltd, who supplied the bespoke electric motor, and Rimac for the lightweight hybrid battery system. As a result, the full hybrid system contributes an additional 120 kW (160 bhp) of power and a further 280 Nm of available torque with the certified max power output of Aston Martin Valkyrie standing at 865 kW (1,160 hp) @ 10,500rpm. Equally, with the full hybrid system, peak torque will stand at 900 Nm (664 lb/ft) @ 6,000 rpm. At the same time the power output figures were released, the weight was announced to be 1,030 kg (2,271 lb), surpassing the intended 1:1 power-to-weight ratio with 840 kW (1,126 hp) per ton. The car can accelerate to 100 km/h (62 mph) from a standstill in a time of 2.6 seconds. The exhausts exit at the top of the car, near the engine, similar to those of Formula One cars and the Porsche 918 Spyder. Bosch supplies the Valkyrie’s ECU, traction control system, and ESP. The braking system is provided by Alcon and Surface Transforms. The front and rear lights are manufactured by Wipac. The car has all-carbon fibre bodywork and is installed with a carbon fibre Monocell from manufacturer Multimatic. Michelin supplies the Valkyrie with the company’s high-performance Sport Cup 2 tyres, having sizes of 265/35-ZR20 at the front and 325/30-ZR21 at the rear. The wheels are constructed out of lightweight magnesium alloy (20 in (510 mm) front, 21 in (530 mm) rear) with race-spec centre-lock wheel nuts to reduce mass. In 2020, after Red Bull Racing’s Red Bull Racing RB16 had its first shakedown in Silverstone Circuit, drivers Max Verstappen and Alexander Albon drove the car around the track. The track-only variant of the Valkyrie called the Valkyrie AMR Pro was introduced at the 2018 Geneva Motor Show. Only 25 units will be produced, all of which have already been sold. The AMR Pro uses the same 6.5-litre naturally-aspirated V12 engine as used in the Valkyrie road car without the KERS system. The engine will also be modified, which means the AMR Pro will have up to 1,100 (est. 1,160-1,300) horsepower; more than its road-legal counterpart. The AMR Pro uses smaller 18-inch wheels at the front and rear. This is to allow the Michelin racing tyres (based on LMP1 race cars) to fit the car, with F1-inspired carbon-carbon brakes to aid braking performance. The air-conditioning system and infotainment screens have been removed, and have been replaced with racing counterparts. The car will be able to generate 3.3g lateral force during cornering and 3.5g during braking. Its top speed is intended to be higher than the road car, at 402 km/h (250 mph). The car’s exhaust will have very minimal parts to silence the engine. In 2021, the production-intent AMR Pro was unveiled, having a significantly more aggressive design, with an LMP1-style rear aerodynamic fin, a large dual-element rear wing, and a large rear diffuser. In terms of this production-intent design, it looks more similar to the regular (but elongated) Valkyrie, than it did with the original concept. Production number also has increased from 25 to 40. In August 2021, Aston Martin announced a Spider variant for the 2023 model year. Production commenced in the second half of 2022 with a stated intent of 85 examples being produced. The Valkyrie Spider has a removable carbon fibre roof and trades the coupé model’s gullwing doors for a pair of front-hinged dihedral butterfly doors. In October 2023, Aston Martin announced the development of the Valkyrie as a Le Mans Hypercar, with the goal of participating in both FIA World Endurance Championship and IMSA Sportscar Championship, in the Hypercar and GTP classes, respectively, from 2025 onwards. The car is scheduled to debut at the 2025 24 Hours of Daytona. With the production model’s engine displacing 6.5L, Aston Martin will have to make extensive modifications to the Valkyrie’s Cosworth V12 to make it eligible for FIA and IMSA competition. Aston Martin will be working together with The Heart of Racing to run their entries. The road car’s production will be limited to 150 units at a unit price of US$3.5 million. The AMR Pro production will be limited to 25 units at a unit price of US$4 million. Both versions have sold out.

AUDI

The Audi 100 Coupé S is a grand touring car made by the German company Audi AG from 1969 until 1976. The car was first presented at the Frankfurt Motor Show in 1969. It is a two-door coupé with a fastback design and a front-engine, front-wheel-drive layout. The car came with a 4-cylinder in-line engine with a capacity of 1871 cc and was initially equipped with two carburettors with power output of 115 hp. In 1972, it changed to a single carburettor with 112 hp output. 30,687 units were produced

Fiskens were offering this R8 LMP car. Developed for the 2000 Le Mans 24 Hours the new Audi R8 was designed in house by Wolfgang Appel and Michael Pfadenhauer. Built by Dallara the R8 succeeded where the previous R8R model had failed; 1st2ndand 3rdplaces in Le Mans, a statement indeed. Powered by a 3.6 Litre V8 twin-turbo unit and producing around 600bhp the R8 went on to dominate the ALMS series, scoring a 1stand 2ndon the opening race at Sebring. 405’s first outing was with the works Audi Sport Team Joest at the Le Mans Test in April where the R8 clocked the quickest time during the test. It achieved pole position, fastest lap and 2ndoverall in the 2000 Le Mans 24 Hours, Driven my Alan Mc Nish, Stéphane Ortelli and Laurent Aiello. After Le Mans Audi Sport Team Joest handed 405 over to the other works team Audi Sport North America, before moving to America Frank Biela and Emanuelle Pirro took 3rdplace in the Nürburgring 1,000 Kms.    Once in America and competing in the ALMS series 405 took numerous podiums with the team drivers Biela and Pirro. A guest appearance from Audi legend Tom Kristensen secured the Audi a 2ndplace finish in the Petit Le Mans. Campaigned for Champion racing in 2001 ALMS series, driven by Andy Wallace, Johnny Herbert, Ralf Kelleners and Dorsey Schroeder, another successful season with a 3^rd at Sebring and numerous other podium finishes.

This is a 1988 Audi 200 Quattro Trans-Am race car. It was a motorsport game-changer that stunned the American Trans-Am Series with its all-wheel-drive technology and turbocharged 5-cylinder engine.  The engine had a capacity of 2110 ccm and produced around 510 to 550 bhp.  The car utilized a 6-speed manual transmission and a self-locking Torsen centre differential. It was driven by drivers such as Hans-Joachim Stuck and Walter Röhrl.

For 2009, Audi announced the production of an R8 LMS racing car, designed for the GT3 rules in the FIA GT3 European Championship and various national racing series. Known within Audi Sport as the ‘R16’, the R8 LMS features a 500 PS V10 engine. Because the GT3 regulations prohibit the use of four-wheel drive, Audi had to drop its ‘trademark’ quattro four-wheel drive system, and the R8 LMS was thus only available with the typical rear-wheel drive setup. The torque is transmitted via a newly developed six-speed sequential race oriented gearbox. The car was jointly manufactured by Audi Sport, quattro GmbH, and Audi Hungaria Motor Kft. (Győr). The first test races in various European racing series was scheduled for the 2009 season. Delivery to the customers was planned from the Autumn of 2010. Changes to the 2010 R8 LMS include the improvement of the engine cooling system capacity, suspension revisions, a race-optimised electronics and exhaust systems, and a 6-speed transmission that can be inspected through an opening in the housing without the need to dismantle the entire assembly. Previous variants could be upgraded via an update kit. The first deliveries of the car were made to the American-owned United Autosports team from Yorkshire in England. Unveiled at the 2013 Geneva Motor Show, the R8 LMS ultra is a modified version of the Audi R8 LMS with CFRP (carbon-fibre-reinforced plastic) doors with high-energy absorbing new crash foams, new PS1 safety seat developed by Audi, updated transmission providing additional reserves on long-distance runs, increased engine power to 570 PS (depending on restrictor regulations) with higher torque at lower engine speeds, a larger engine oil cooler and transmission fluid cooler, relocated steering hydraulics oil cooler to the vehicle’s midsection, enlarged air vents, improved air flow to radiator and interior, front 18-inch wheels with Michelin 30-65/18 tyres, optimized brake cooling at the front wheels, uniball joints transverse control arm mounts, weight-reduced compression and rebound-adjustable gas dampers from Bilstein, springs by Eibach, wider front hood with louvers, new wider rear wing with larger end plates, new front plate with optimised diffusion under the front end. The first Audi R8 LMS (chassis number 101) was delivered to Audi Sport Italia in 2009. Despite the development of the car, Audi itself had stated not to enter any races with the new GT3 car as an official ‘factory’ team. The car was unveiled at Essen Motor Show. In the 2009 24 Hours Nürburgring, and preceding VLN endurance races, Audi privateer teams had entered four cars, operated by the Abt Sportsline and Nürburging-based Phoenix race teams. Until the 19th hour, two of these R8 remained challengers for the lead, against two Manthey-operated Porsche GT3 in the same lap, before the leading #99 car suffered suspension problems. The #97 finished 2nd, and despite electrical and gearbox problems, the other two cars finished 23rd or better. Australian Mark Eddy participated in the 2010 Australian GT Championship with the first R8 LMS in the Southern Hemisphere. In the 2010 24 Hours Nürburgring, the first four spots on the grid were occupied by Audi R8. Audi’s Le Mans 24 Hour team, Joest Racing ran a pair of R8 LMS GT3’s in the 2011 Bathurst 12 Hour held at the Mount Panorama Circuit, Bathurst, New South Wales, Australia on 6 February 2011. The #7 R8 driven by an all-Australian crew of Mark Eddy, multiple Bathurst 1000 winner Craig Lowndes and Warren Luff qualified on pole alongside teammates Marc Basseng, Christopher Mies and Darryl O’Young in the #8 car. Basseng, Mies and O’Young won the race from Eddy, Lowndes & Luff by just 0.71 seconds with Lowndes setting the races fastest lap and a new class lap record of 2:09.0861 for the 6.213 km long circuit on lap 267 of the 292 ran in the 12-hour time frame.] FIA GT3 and Australian GT Championship cars were included in the 12 Hour for the first time in 2011. The race had previously been the domain of Group 3E Series Production Cars. Phoenix Racing returned to the event in 2012 and won the event again with Christopher Mies, Darryl O’Young and Christer Joens. Two Audi R8 LMS customer race cars purchased by Flying Lizard Motorsports entered the GT Daytona class of 2014 United SportsCar Championship. Testing took place in Sebring on 2013-11-16, with the first race for both Flying Lizard Audi R8 LMS cars taking place in 2014 Rolex 24 at Daytona. Paul Miller Racing entered GT Daytona class of 2014 United SportsCar Championship with an Audi R8 LMS.

AUSTIN HEALEY

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

AUSTRO-DAIMLER

Dating from 1927, this is an Austro-Daimler ADM 3 Litre Sport.

AUTOBIANCHI

The Bianchina cars were the first Autobianchi models to be produced. Based on the Fiat 500, they were available in various configurations: Berlina (saloon), Cabriolet, Trasformabile (convertible), Panoramica (station wagon), and Furgoncino (van). The car was presented to the public on 16 September 1957 at the Museum of Science and Technology in Milan. Initially, the car was equipped with the smallest Fiat engine, air-cooled 479 cc producing 15 PS. In 1959, the engine power was increased to 17 PS and in 1960, the cabriolet version was launched. In the same year, the Trasformabile, whose engine cylinder capacity was increased to 499 cc (18 hp), was made available in a Special version with bicolour paint and an engine enhanced to 21 PS. The Trasformabile featured fixed B-pillar and partial roof, as the rest of the opening was covered with foldable fabric hood. Cabriolet version had no B-pillar. Also this was the only version to feature suicide doors. In 1962, the Trasformabile was replaced by a four-seat saloon. The engine and chassis were the same as in the Trasformabile. In 1965, a minor facelift was made. In France, the models were sold under different names: the Berlina became the Lutèce, the Familiare the Texane, and the Trasformabile was marketed as the Eden Roc. Production ceased in 1970.

The Autobianchi A112 was a supermini, developed using a shrunken version of the contemporary Fiat 128’s platform and whose mechanicals subsequently underpinned the Fiat 127. It was introduced in November 1969, as a replacement for the Bianchina and Primula, and was built until 1986, when it made way for the more modern Autobianchi Y10 (branded in most export markets as the Lancia Y10). Over 1.2 million A112s were produced in Autobianchi’s Milan factory. The A112 was available only with a 3-door body. It was offered with the OHV engine of 903 cc from the Fiat 850 capable of attaining 42 PS. The Autobianchi represented the first appearance of this engine in a front-engine, front-wheel drive configuration which would later become familiar to a wider range of drivers in the top selling Fiat 127 and its derivatives. Claimed power increased to 47 PS in 1971, but without any mechanical changes having taken place. The A112 reached a very particular market; by 1984 female buyers represented 35% of A112 owners and about a third were in the 18-24 age range. In September 1971 the A112 E (“E” for Elegant, which also became its name after the 1973 facelift) was introduced. This featured improved seats, higher grade trimming and equipment, as well as a five-speed gearbox later in life. The mechanics were originally identical to the regular version, now referred to as the Normale, but from 1975 until 1977 the Normale’ received a less powerful engine. A performance edition “Abarth” was introduced too. In March 1973 the A112 received a makeover. The grille was new, with a larger mesh, and the bumpers were now of rubber with chrome insert (although the Normale retained the old metal bumpers with rubber strips). A new style of alloys were also available, and the seats and dashboard underwent some changes. The Abarth received a new chess pattern upholstery. In 1975 the third series arrived. The insides in the rear were recontoured, so that the car now became a five-seater (instead of four). The easiest way to spot a third series is that it received new, much larger vents on the C-pillars, as well as redesigned taillights – with integrated reversing lights on the Elegant and Abarth. The Abarth also received a new larger 1050 cc engine (“70HP”), while the Normale’s output dropped to 42 PS in July 1975. All engines were still pushrod units, derived from the old tipo 100 engine first introduced in the Fiat 600. In 1976, due to new emissions standards, the Elegant lost two horsepower, now down to 45 PS. Third series Normales still received metal bumpers, but from now on they were painted black (instead of being chromed) and no longer had a rubber strip. This was the last model to have the diamond shaped turn signals on the front fenders, with later models receiving more orthodox rectangular ones. In November 1977 the “Nuova A112” (new A112) was introduced: The most obvious difference is a slightly taller roof, with a marked edge around the sides. This improved interior habitability considerably. Autobianchi also at this time modified the upmarket version branded as the “A112 Elegant” with an engine enlarged to 965 cc, now promising 48 PS and improved torque. Later, there were also “A112 Elite” and “A112 LX” versions which received even more comfortable equipment. The 903 cc engine of the lesser A112 Normale remained unchanged. In July 1979 the car underwent another styling modification, receiving large black plastic cladding on the rear, surrounding new taillights, and new side trim and bumpers. The grille was also new, and there was black plastic wheelarches to link all of the plastic parts together. The extractor vents behind the rear side windows were also larger, of black plastic, and wrapped around the pillar. In terms of transmissions, a five-speed transmission now became available on certain models. The fifth gear was an overgear, while the ratios of the four lower speeds and the final gearing remained unchanged. The front turn signals were moved from the front of the fenders to a spot just in front of the leading edge of the doors, while a small badge denoting the trim level appeared in the turn signal’s old place. The Normale now became the Junior, and the Elite version was added, a notch above the Elegant in the lineup. There were some very light modifications to the interior. A large, rollback canvas sunroof became available on the Junior, and a rear window wiper became optional across the range. Aside from the new transmission there were no notable mechanical changes. Power outputs remained at 42, 48, and 70 PS. The Abarth also received the new five-speed gearbox, as well as new alloy wheels and foglights as standard. A lot of the plastic excesses of the fifth series were reversed for the sixth series, which was introduced in the autumn of 1982. New smoother bumpers, removal of the wheelarch trim, and a less heavy grille treatment brought back some of the original elegance of the A112, while the interior was also completely renovated. Another new version arrived, the top-of-the-line LX, which featured tinted windows, velvet seat trimming, power windows, metallic paintwork, and a digital clock amongst other creature comforts. Mechanically, the LX was identical to the Elite, with the five-speed transmission and 965 cc engine. The Elegant version was discontinued, with the Elite taking its position in the lineup. The sixth series also received new body-coloured vents on the C-pillar, and the front corner lights were incorporated into the top of the bumper. The seventh series, presented in 1984, only saw minor changes, largely remaining the same as the sixth. The taillights were again redesigned and were now joined by a reflective strip. The rear license plate was relocated to the bumper and the dashboard received modifications, more noticeable in the better equipped Elite and LX versions. The Abarth received standard front foglights, which were optional on the other versions. The Abarth also has red seatbelts. While the Junior retained small hubcaps, and the Abarth received alloys, the rest of the range now received full-face hubcaps. The front corner lights were now white, instead of orange as before. The engines remained as before, all models except the lowest-priced Junior now used five-speed transmissions. By this time, only France, Italy and Israel still used the “Autobianchi” badge; all others had switched to calling the car a Lancia. At the time of the seventh series introduction, a total of 1,115,000 A112s had been built. As the new Autobianchi Y10 was introduced in 1985, the A112 range was cut down considerably, with only the Junior remaining on sale as a low-priced alternative. It was no longer called Junior, however, now being marketed simply as the “Autobianchi A112”. Other than the name change, there were no design changes to the car. Production continued into 1986, at which point 1,254,178 Autobianchi A112s had been built. The most interesting version was the A112 Abarth, introduced in September 1971 at the same time as the Elegant. It was prepared by the motorsports division of the Fiat Group, at first with a 982 cc engine, obtained by increasing the stroke, coupled to a sportive exhaust, a twin carburettor, and a different camshaft. In 1975, displacement was increased to 1,050 cc, while power climbed from 58 HP to 70 HP at 6600 rpm, for a weight of only 700 kg (1,540 lb). The two engines were offered in parallel until production of the smaller unit ended in late 1976. The 1975 model was also the first A112 to use a 5-speed manual gearbox. These changes turned the A112 into a nervous machine, much admired by young performance enthusiasts. The car was entered in various rallying events throughout Europe and even spawned a one-make trophy: the Campionato A112 Abarth spanned eight editions, from 1977 to 1984, and adopted contemporary Group 1 rules, which meant nearly-stock cars. Some famous Italian rally drivers, including Attilio Bettega, Fabrizio Tabaton and Gianfranco Cunico, were among the winners of the championship. The increasing popularity of the A112 in historic rallies and hillclimbs led to the reintroduction of a one-make trophy, called Trofeo A112 Abarth, in 2010. Abarths have often led hard lives, having been preferred by young owners with aggressive driving styles!

AVIONS VOISIN

The Avions Voisin C23 is a luxury car introduced in 1930 by Gabriel Voisin, featuring a 3-litre six-cylinder sleeve-valve engine (17 CV) producing approximately 80 bhp. With only 335 examples produced, this French vehicle is renowned for its aviation-inspired design, including strut-braced radiators, and often featured unique custom coachwork. It used a 3-litre, six-cylinder Knight-type sleeve-valve engine, capable of reaching speeds around 120 kph (74 mph). Known for its “art deco” and avant-garde aesthetic, the C23 incorporated design cues from Gabriel Voisin’s earlier career in aviation. Models included the “Myra” saloon and the “Lumineuse” (lightweight) body styles. The marque is known for its engineering excellence in the interwar period, with the C23 being a prime example of their luxurious, albeit scarce, output. The C23 is considered a rare and distinguished collector’s car, representing the pinnacle of French automotive design from that era.

BENTLEY

Bentley replaced the 3 Litre with a more powerful car by increasing its engine displacement to 4.5 litres. As before, Bentley supplied an engine and chassis and it was up to the buyer to arrange for their new chassis to be fitted with one of a number of body styles, most of which were saloons or tourers. Very few have survived with their four-seater coachwork intact. WO Bentley had found that success in motorsport was great publicity for the brand, and he was particularly attracted to the 2 Hours of Le Mans endurance race, the inaugural running of which took place 26–27 May 1923, attracting many drivers, mostly French. There were two foreign competitors in the first race, Frank Clement and Canadian John Duff, the latter winning the 1924 competition in his personal car, a Bentley 3 Litre. This success helped Bentley sell cars, but was not repeated, so after two years without success, Bentley convened a group of wealthy British men, “united by their love of insouciance, elegant tailoring, and a need for speed,” to renew Bentley’s success. Both drivers and mechanics, these men, later nicknamed the “Bentley Boys”, drove Bentley automobiles to victory in several races between 1927 and 1931, including four consecutive wins at the 24 Hours of Le Mans, and forged the brands reputation. It was within this context that, in 1927, Bentley developed the Bentley 4½ Litre. Two cylinders were removed from the 6½ Litre model, reducing the displacement to 4.4 litres. At the time, the 3 Litre and the 6½ Litre were already available, but the 3 Litre was an outdated, under-powered model and the 6½  Litre’s image was tarnished by poor tyre performance. Sir Henry “Tim” Birkin, described as “the greatest British driver of his day” by W. O. Bentley, was one of the Bentley Boys. He refused to adhere strictly to Bentley’s assertion that increasing displacement is always preferable to forced induction. Birkin, aided by a former Bentley mechanic, decided to produce a series of five supercharged models for the competition at the 24 Hours of Le Mans; thus the 4½ litre Blower Bentley was born. The first supercharged Bentley had been a 3-litre FR5189 which had been supercharged at the Cricklewood factory in the winter of 1926/7. The Bentley Blower No.1 was officially presented in 1929 at the British International Motor Show at Olympia, London. The 55 copies were built to comply with 24 Hours of Le Mans regulations. Birkin arranged for the construction of the supercharged cars having received approval from Bentley chairman and majority shareholder Woolf Barnato and financing from wealthy horse racing enthusiast Dorothy Paget. Development and construction of the supercharged Bentleys was done in a workshop in Welwyn by Amherst Villiers, who also provided the superchargers. W.O. Bentley was hostile to forced induction and believed that “to supercharge a Bentley engine was to pervert its design and corrupt its performance.” However, having lost control of the company he founded to Barnato, he could not halt Birkin’s project. Although the Bentley 4½ Litre was heavy, weighing 1,625 kg (3,583 lb), and spacious, with a length of 172 in and a wheelbase of 130.0 in, it remained well-balanced and steered nimbly. The manual transmission, however, required skill, as its four gears were unsynchronised. The robustness of the 4½ Litre’s latticed chassis, made of steel and reinforced with ties, was needed to support the heavy cast iron inline-four engine. The engine was “resolutely modern” for the time. The displacement was 4,398 cc. Two SU carburettors and dual ignition with Bosch magnetos were fitted. The engine produced 110 hp for the touring model and 130 hp for the racing model. The engine speed was limited to 4,000 rpm. A single overhead camshaft actuated four valves per cylinder, inclined at 30 degrees. This was a technically advanced design at a time where most cars used only two valves per cylinder. The camshaft was driven by bevel gears on a vertical shaft at the front of the engine, as on the 3 Litre engine. The essential difference between the Bentley 4½ Litre and the Blower was the addition of a Roots-type supercharger to the Blower engine by engineer Amherst Villiers, who had also produced the supercharger. W. O. Bentley, as chief engineer of the company he had founded, refused to allow the engine to be modified to incorporate the supercharger. As a result, the supercharger was placed at the end of the crankshaft, in front of the radiator. This gave the Blower Bentley an easily recognisable appearance and also increased the car’s understeer due to the additional weight at the front.  A guard protected the two carburettors located at the compressor intake. Similar protection was used, both in the 4½ Litre and the Blower, for the fuel tank at the rear, because a flying stone punctured the 3 Litre of Frank Clement and John Duff during the first 24 Hours of Le Mans, which contributed to their defeat. The crankshaft, pistons and lubrication system were special to the Blower engine. It produced 175 hp at 3,500 rpm for the touring model and 240 hp at 4,200 rpm for the racing version, which was more power than the Bentley 6½  Litre developed. Between 1927 and 1931 the Bentley 4½  Litre competed in several competitions, primarily the 24 Hours of Le Mans. The first was the Old Mother Gun at the 1927 24 Hours of Le Mans, driven as a prototype before production. Favoured to win, it instead crashed and did not finish. Its performance was sufficient for Bentley to decide to start production and deliver the first models the same year. Far from being the most powerful in the competitions, the 4½ Litre of Woolf Barnato and Bernard Rubin, raced neck and neck against Charles Weymann’s Stutz Blackhawk DV16, setting a new record average speed of 69 mph; Tim Birkin and Jean Chassagne finished fifth. The next year, three 4½ Litres finished second, third, and fourth behind another Bentley, the Speed Six, which possessed two more cylinders.The naturally aspirated 4½ Litre was noted for its good reliability. The supercharged models were not; the two Blower models entered in the 1930 24 Hours of Le Mans by Dorothy Paget, one of which was co-driven by Tim Birkin, did not complete the race. In 1930, Birkin finished second in the French Grand Prix at the Circuit de Pau behind a Bugatti Type 35. Ettore Bugatti, annoyed by the performance of Bentley, called the 4½ Litre the “fastest lorry in the world.” The Type 35 is much lighter and consumes much less petrol. Blower Bentleys consume 4 litres per minute at full speed. In November 1931, after selling 720 copies of the 4½ Litre – 655 naturally aspirated and 55 supercharged – in three different models (Tourer, Drophead Coupé and Sporting Four Seater, Bentley was forced to sell his company to Rolls-Royce for £125,175, a victim of the recession that hit Europe following the Wall Street Crash of 1929.

“Old Number 3” is a historic 1930 Bentley Speed Six that competed in the 24 Hours of Le Mans. As the third of three works cars entered that year, it survived the race and remains a road-legal, actively raced vehicle. It serves as a key reference for Bentley’s modern Speed Six continuation series. For the 1930 Le Mans race, it was driven by Sammy Davis and Clive Dunfee.It is one of the original, preserved works cars, helping engineers with data on dimensions, materials, and components for new projects. The Speed Six was powered by a 6.5-litre straight-six engine, producing around 180 horsepower. Known for its robustness, it featured a four-speed manual gearbox, mechanical servo-assisted brakes, and a shorter wheelbase for improved handling.

A close relative of the Rolls Royce Silver Cloud, the S Type was first revealed in April 1955. It represented a complete redesign of the standard production car, the R Type. It was a more generously sized five- or six-seater saloon with the body manufactured in pressed steel with stressed skin construction, with the doors, bonnet and boot lid made of aluminium. The external appearance was very different, although the car still had the traditional radiator grille. Compared to the outgoing R Type, the new model had a three inch longer wheelbase, was lower of build without reducing headroom and with an enlarged luggage boot, softer suspension with electrically operated control of rear dampers, lighter steering and improved braking. The engine, still a clear descendants of the one originally used in the Rolls-Royce Twenty from 1922 to 1929, had its capacity increased to 4887cc, and a four-speed automatic gearbox was standard, with the ability to select individual ratios if desired, which was enough to give the Bentley a top speed of just over 100 mph and 0 – 60 acceleration times of around 13 seconds. Standard and from 1957, long wheelbase saloons were offered and  some were sent to the coachbuilders for alternative bodies to be fitted. An upgrade in 1959, creating the S2, saw the installation of a new V8 engine, and in 1962, the S3 cars gained four round headlights. 3072 S Types were made, 145 of them with coachbuilt bodies as well as 35 of the long wheelbase cars, before the model was replaced by the new T Type in 1965.

The Corniche was a development of the Rolls-Royce Silver Shadow, with the two door variants of that model marketed as the “Silver Shadow Mulliner Park Ward two door fixed head coupé & drop head coupé” until March 1971 when the Corniche name was applied. The exterior design was by John Polwhele Blatchley. The model was assembled and finished in London at Mulliner Park Ward as continuation of the 1965 Silver Shadow coupe and 1966 drophead. A Bentley version was also sold, becoming known as the Continental in 1984. The Corniche, available as coupé or convertible, used the standard Rolls-Royce 6750 cc V8 engine with an aluminium-silicon alloy block and aluminium cylinder heads with cast iron wet cylinder liners. Twin SU carburettors were initially fitted, but were replaced with a single Solex 4A1 four-barrel carburettor introduced in 1977. A three-speed automatic transmission (a Turbo Hydramatic 350 sourced from General Motors) was standard. A four-wheel independent suspension with coil springs was augmented with a hydraulic self-levelling system (using the same system as did Citroën, but without pneumatic springs, and with the hydraulic components built under licence by Rolls-Royce), at first on all four, but later on the rear wheels only. Four wheel disc brakes were specified, with ventilated discs added for 1972. The car originally used a 119.75 in (3,042 mm) wheelbase. This was extended to 120 in (3,048 mm) in 1974 and 120.5 in (3,061 mm) in 1979. The Corniche received a mild restyling in the spring of 1977. Difference included rack-and-pinion steering, alloy and rubber bumpers, aluminium radiator, oil cooler and a bi-level air conditioning system was added. Later changes included a modified rear independent suspension in March 1979. In March 1981, after the Silver Spirit had gone on sale, the Coupé version of the Corniche and its Bentley sister were discontinued. For 1985 there were also cosmetic and interior changes. Corniche models received Bosch KE/K-Jetronic fuel injection in 1977. This engine, called the L410I, produced approximately 240 PS at just above 4,000 rpm for a top speed of 190 km/h (118 mph). The Bentley version was updated in July 1984 with a new name, the Continental, revised and colour-coded bumpers, rear view mirrors, a new dash and improvements to the seats. Production totalled 1090 Rolls-Royce Corniche Saloons, 3239 Rolls-Royce Corniche Convertibles, 69 Bentley Corniche Saloons and 77 Bentley Corniche Convertibles.

Rather more recent was this example of the Continental GT.

BMW

One of the rarest BMW models of all times is the 507. Originally intended to be exported to the US at the rate of thousands a year, it never achieved that lofty goal and almost bankrupted the company. The 507 was conceived by U.S. automobile importer Max Hoffman who, in 1954, persuaded the BMW management to produce a roadster version of the BMW 501 and BMW 502 saloons to fill the gap between the expensive Mercedes-Benz 300SL and the cheap and underpowered Triumph and MG sports cars. BMW engineer Fritz Fiedler was assigned to design the rolling chassis, using existing components wherever possible. Early body designs by Ernst Loof were rejected by Hoffman, who found them to be unappealing. In November 1954, at Hoffman’s insistence, BMW contracted designer Albrecht von Goertz to design the BMW 503 and the 507. The production car was launched in late 1955. Thirty-four Series I 507s were built in 1956 and early 1957. These cars had welded aluminium fuel tanks of 110 litres capacity behind the rear seats. These large tanks limited both boot space and passenger space, and gave off the smell of fuel inside the car when the hood was erected or the hardtop was in place. Series II and later 507s had fuel tanks of 66 litres capacity under the boot, shaped around a space for the spare tyre to fit. The 507 frame was a shortened 503 frame, the wheelbase having been reduced from 111.6 in to 98 in. Overall length was 190.4 in, and overall height was 49.5 in. Curb weight was about 1,330 kilograms (2,930 lb). The body was almost entirely hand-formed of aluminium, and no two models were exactly the same. 11 cars were sold with an optional hand-fabricated removable hardtop. Because of the car-to-car differences, each hardtop fits only the car for which it was made. Front suspension was parallel double wishbones, with torsion bar springs and an anti-roll bar. Rear suspension had a live axle, also sprung by torsion bars, and located by a Panhard rod and a central, transverse A-arm to control acceleration and braking forces. Brakes were Alfin drum brakes of 11.2 in diameter, and power brakes were optional. Late-model 507s had front Girling disc brakes. The engine was BMW’s aluminium alloy OHV V8, of 3,168 cc with pushrod-operated overhead valves. It had two Zenith 32NDIX two-barrel carburettors, a chain-driven oil pump, high-lift cams, a different spark advance curve, polished combustion chamber surfaces, and a compression ratio of 7.8:1,yielding 150 hp at 5,000 rpm. It was mated to a close ratio four-speed manual transmission. The standard rear-end ratio was 3.70:1, but ratios of 3.42:1 and 3.90:1 were optional. A contemporary road test of a 507 with the standard 3.70:1 final drive was reported in Motor Revue, stating a 0–100 km/h (0-62 mph) acceleration time of 11.1 seconds and a top speed of 122 mph. The 507 made its debut at the Waldorf-Astoria Hotel in New York in the summer of 1955. Production began in November 1956. Max Hoffman intended the 507 to sell for about US$5,000, which he believed would allow a production run of 5,000 units a year. Instead, high production costs pushed the price in Germany to DM 26,500 (later 29,950), driving the U.S. price initially to $9,000 and ultimately $10,500. Despite attracting celebrity buyers including Elvis Presley (who owned two), Hans Stuck and Georg “Schorsch” Meier, the car never once reached more than 10% of the sales volumes achieved by its Stuttgart rival, the Mercedes-Benz 300SL. Intended to revive BMW’s sporting image, the 507 instead took BMW to the edge of bankruptcy—the company’s losses for 1959 were DM 15 million. The company lost money on each 507 built, and production was terminated in late 1959. Only 252 were built, plus two prototypes. Fortunately for the company, an infusion of capital from Herbert Quandt and the launch of new, cheaper models (the BMW 700 and later the ‘New Class’ 1500) helped the company recover. The 507 remains a milestone model for its attractive styling. 202 507s are known to survive, a tribute to the car’s appeal. Bernie Ecclestone’s 507 fetched £430,238 at an auction in London in October 2007. By 2009 the prices for 507s had reached €900,000. At the Amelia Island Concours in March, 2014 a 507 sold at auction for $2.4 million. Several notable personalities have owned 507s. In 1959, while stationed in Germany on duty with the US Army, legendary American entertainer Elvis Presley bought a white 507. Presley’s car, no. 70079, had earlier been used as a press demonstrator by BMW and raced by Hans Stuck. It was imported into the United States in 1960 and was bought by Alabama disc jockey Tommy Charles, who had it extensively modified, including having the engine replaced with a Chevrolet V8. In July 2014, BMW Group announced that Presley’s car will be on display for a short period at the BMW Museum in Munich, before being entirely restored by its Classic department. Elvis reportedly gave another 507, no. 70192, to Ursula Andress, who starred in Fun in Acapulco with him in 1963. Andress’s husband, John Derek, had the car customised, including having the engine replaced with a Ford 289 V8. Andress sold the car to George Barris. The car was restored with a correct drivetrain by a later owner. When the car arrived at McDougall’s Carrera Automotive it had also been repainted black. Being that the original engine was lost to time 2 503 V8’s were located along with the dual carburettor intake from a 507. Both engines were made into a running engine with BMW AG making a new engine gasket kit including head gaskets at a cost of US$25,000. It was also returned to its original blue colour. It was sold at auction in 1997 for US$350,000 and at another auction in 2011 for US$1,072,500. John Surtees was given a 507 by Count Agusta for winning the 1956 500cc World Motorcycle Championship on a MV Agusta. Surtees worked with Dunlop to develop disc brakes for the front wheels of the 507, and his 507 eventually had disc brakes on all four wheels.

The 1600-2, as the first “02 Series” BMW was designated, was an entry-level BMW, and was smaller, less expensive, and less well-appointed than the New Class Sedan on which it was based. BMW’s design director Wilhelm Hofmeister assigned the two-door project to staff designers Georg Bertram and Manfred Rennen. The 9.1 in shorter length and wheelbase and lighter weight of the two-door sedan made it more suitable than the original New Class sedan for sporting applications. As a result, the two door sedan became the basis of the sporting 02 Series. The 1600-2 (the “-2” meaning “2-door”) made its debut at the Geneva Show in March 1966 and was sold until 1975, with the designation being simplified to “1602” in 1971. The 1.6 litre M10 engine produced 84 hp at 5,700 rpm and 96 lb·ft. A high performance version, the 1600 TI, was introduced in September 1967. With a compression ratio of 9.5:1 and the dual Solex PHH side-draft carburettor system from the 1800 TI, the 1600 TI produced 110 hp at 6,000 rpm. Also introduced in September 1967 was a limited-production cabriolet, which would be produced by Baur from 1967 through 1971. A hatchback 1600 Touring model was introduced in 1971 but was discontinued in 1972. It was what came next which was more significant. Helmut Werner Bönsch, BMW’s director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use. When they realised they had both made the same modification to their own cars, they prepared a joint proposal to BMW’s board to manufacture a two litre version of the 1600-2. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. As per the larger coupe and 4-door saloon models, the 2.0 engine was sold in two states of tune: the base single-carburettor 2002 producing 101 hp and the dual-carburettor high compression 2002 ti producing 119 hp. In 1971, the Baur cabriolet was switched from the 1.6 litre engine to the 2.0 litre engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced as the replacement for the 2002 ti. The 2002 tii used the fuel-injected 130 hp engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974. The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. This was BMW’s first turbocharged production car and the first turbocharged car since General Motors’ brief offerings in the early 1960s. It produced 170 hp. The 2002 Turbo used the 2002 tii engine with a KKK turbocharger and a compression ratio of 6.9:1 in order to prevent engine knocking. Kugelfischer mechanical fuel injection was used, with a sliding throttle plate instead of the usual throttle butterfly. The 2002 Turbo was introduced just before the 1973 oil crisis, therefore only 1,672 were built. The 1802 was introduced in 1971 and was available with either the original 2-door sedan body or the 3-door Touring hatchback introduced that year. Production of the Touring model continued until 1974, with the 1802 sedan ending production the following year. The 1502, an economy model with an engine displacement of 1573 cc was introduced in 1975. This engine had a lower compression ratio of 8.0:1, therefore standard-octane petrol could be used. While the rest of the 02 Series was replaced in 1975 by the E21 3 Series, the 1502 was continued until 1977.

First M car of them all, though none of us really knew just how significant the letter would become when it was launched, was the M1. In the late 1970s, Italian manufacturer Lamborghini had entered into an agreement with BMW to build a production racing car in sufficient quantity for homologation, but conflicts arose and Lamborghini’s increasingly tenuous financial position at the time meant that BMW reasserted control over the project and ended up producing the car themselves after 7 prototypes had been built. The result was the BMW M1 a hand-built car that was sold to the public between 1978 and 1981 under the Motorsport division of BMW. The body was designed by Giugiaro, taking inspiration from the 1972 BMW Turbo show car. The only mid-engined BMW to be “mass”produced, it employed a twin-cam M88/1 3.5 litre 6-cylinder petrol engine with Kugelfischer mechanical fuel injection, a version of which was later used in the South African version of the BMW 745i, as well as the E24 BMW M6/M635CSi and E28 BMW M5. The engine had six separate throttle bodies, four valves per cylinder and produced 273 hp, giving it a top speed of 162 mph. Turbocharged racing versions were capable of producing around 850 hp. Only 453 production M1s were built, making it one of BMW’s rarest models. Of these, 20 were race versions created for the BMW M1 Procar Championship.

This is a 1981 Sauber BMW M1 Group 5 race car. It features a lightweight carbon fibre body on a tube frame chassis. It weighs 970 kg and is powered by a Procar engine producing 470 hp. he car was raced by drivers including Graham Hill, Roy Salvadori, and Jack Sears. It is an iconic vehicle in motorsport history and is a frequent feature at historic motor sport events.

The first car to bear the 6 Series nomenclature was the E24, which was launched in 1976, as a replacement for the E9 model 3.0 CS and CSL coupés first produced in 1965. The 3.0 CS was almost changed by adding a few centimeters in height to make it easier for customers to get into the car. However, Bob Lutz rebelled against the decision and rough drafted an alternative version that soon became the 6 series. Production started in March 1976 with two models: the 630 CS and 633 CSi. Originally the bodies were manufactured by Karmann, but production was later taken in-house to BMW. In July 1978 a more powerful variant, the 635 CSi, was introduced that featured as standard a special close-ratio 5-speed gearbox and a single piece black rear spoiler. The bigger bore and shorter stroke facilitated max 218 hp at 5200rpm and a better torque curve. For the first year, the 635 CSi was offered in three colours (Polaris, Henna Red, Graphite), and could also be spotted by the front air dam that did not have attached fog lights. These simple cosmetic changes reportedly worked to reduce uplift on the car at high speeds by almost 15% over the non-spoiler body shape. This early model shared suspension components with the inaugural BMW 5-series, the E12. In 1979 the carburettor 630 CS was replaced with the 628 CSi with its fuel injected 2.8 litre engine taken from the BMW 528i. In 1980 the 635 CSi gained the central locking system that is also controlled from the boot. Also, the E24 body style converted from L-jetronic injection to a Bosch Motronic DME. In 1982 (Europe) and 1983 (US), the E24 changed slightly in appearance, with an improved interior and slightly modified exterior. At the same time, the 635 CSi received a new engine, a slightly smaller-bored and longer-stroked 3430 cc six to replace the former 3453 cc engine and became available with a wide-ratio 5-speed manual or an automatic. This slight change was in fact a major change as pre-1982 cars were based on the E12 5-series chassis; after mid-1982, E24s shared the improved E28 5-series chassis. The only parts that remained the same were some of the exterior body panels. E24s produced after June 1987 came with new, ellipsoid headlamps which projects beam more directly onto road surface (newly introduced E32 7-series also sporting them). The sleeker European bumpers were also discontinued. Previous cars had either a European-standard bumper or a larger, reinforced bumper to meet the US standard requiring bumpers to withstand impact at 5 mph without damage to safety-related components. 1989 was the last year for the E24 with production stopping in April. The E24 was supplanted by the considerably heavier, more complex, and more exclusive 8 Series. BMW Motorsport introduced the M 635 CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the powerplant of the BMW M1 – the M88 with 286 PS). Most of the cars were equipped with special metric 415 mm diameter wheels requiring Michelin TRX tyres. A catalysed, lower compression ratio version of the car with the S38 engine (260 PS ) was introduced in the U.S. in 1987. All M6 cars came standard with a 25% rear limited slip differential. U.S. models included additional comforts that were usually optional on models sold in Europe such as Nappa leather power seats and a dedicated rear A/C unit with a centre beverage chiller.  4,088 M635CSi cars were built between 1983 and 1988 with 1,767 U.S. M6 built. Seen here was a rather nice M635 CSi.

The BMW E28 was produced from 1981 to 1988 and replaced the E12 5 Series. The E28 has a self-supporting body that is welded to the body platform. The passenger cell is a safety passenger cell with deformation elements both in the front and rear of the vehicle. Unlike its E12 predecessor and E34 successor, the E28 has a rear-hinged bonnet. The boot has a volume of 460 litres. Most models have a fuel tank capacity of 70 L with some models having a smaller tank of 63 litres. The kerb weight is 1,140–1,410 kg (2,513–3,109 lb). Cruise control, an ‘on-board computer’ (to display trip information) and a “check control” panel (to alert the driver about fluid levels and lighting faults) were introduced to the 5 Series on the E28. The glazing is made of single-pane safety glass, the windscreen has laminated glass. As part of developing the air-conditioning system for the E28, several of the BMW engineers in charge of this program drove a previous generation E12 5 Series during the middle of summer in Texas. The E12 528i was painted black with a black interior, and driven 500 mi (805 km) in one day. The styling was developed under BMW’s chief designer Claus Luthe, with development of the E28 beginning in 1975. At the time that BMW was designing the E28, the company had only one computer, which was used for payroll management and spare parts logistics. Wolfgang Matschinsky and his team borrowed that computer to perform the calculations necessary to develop the new drivetrain and chassis. This was due to the fact that the addition of an ABS system necessitated a redesign from the previous model due to excessive vibrations under heavy braking. The four models available at the launch of the E28 were the 518, 520i, 525i and 528i, with the 518 using a straight-four petrol engine and the other three models using a straight-six petrol engine. Over the course of the E28 model, the following models were added: the 524d and 524td using diesel engines, the 518i (a fuel-injected version of the 518), the 525e/528e as fuel-economy models, and the upper-specification 533i, 535i, M535i, and M5 models. Production ceased at the end of 1987 in readiness for the E34 generation. A total of 722,328 cars were built.

This is the 2023 BMW 3.0 CSL. Announced in November 2022, it is a highly limited edition model, with only 50 units produced to celebrate the 50th anniversary of the BMW M division. The car features the most powerful straight six-cylinder engine ever used in a road-legal BMW M automobile. It is characterized by its lightweight construction, with extensive use of carbon fiber reinforced plastic (CFRP) for components like the roof, bonnet, and boot. The design pays homage to the original 1970s “Batmobile” 3.0 CSL.

BRM

The BRM P160 was a Formula One racing car designed by Tony Southgate for the British Racing Motors team, which raced in the 1971, 1972, 1973 and 1974 Formula One seasons. It was powered by a 3.0-litre V12 engine. The P160 made its debut at the 1971 South African Grand Prix, but only one was entered for Pedro Rodríguez which retired with overheating. Switzerland’s Jo Siffert drove the P153 in South Africa but drove the P160 for the rest of 1971. At Spain the Swiss retired with a broken gearbox and the Mexican finished fourth. The Monaco Grand Prix saw Siffert retire with a broken oil pipe and Rodríguez finished ninth. At Holland the Swiss finished sixth and the Mexican second. The French Grand Prix saw Siffert finish fourth and Rodríguez retire with an ignition failure. On 11 July 1971, Rodríguez was killed in an Interserie sports car race at Norisring in Nuremberg, Germany. BRM only entered Siffert for Britain who finished ninth. He was joined by Englishman Vic Elford for the German Grand Prix. The Swiss was disqualified for taking the short chute into the pits, after his right-hand lower front wishbone began to detach itself from the chassis and his ignition coil started to malfunction. Elford finished 11th. At Austria New Zealand’s Howden Ganley switched from the P153 to the P160 and Englishman Peter Gethin joined for the remainder of the year. Siffert took the victory, Gethin finished 10th and Ganley retired with an ignition failure. The Italian Grand Prix saw the Englishman win and the New Zealander fifth but it was the closest finish in history between them and Ronnie Peterson’s March, François Cevert’s Tyrrell, and Mike Hailwood’s Surtees. Siffert finished ninth. At Canada Canadian George Eaton joined the team but it was a bad race for BRM. Ganley did not start due to a crash, Siffert was ninth, Gethin 14th and Eaton 15th but the race was stopped after 64 laps due to the weather. The United States Grand Prix saw Austrian Helmut Marko join and Siffert finish second, Ganley fourth, Gethin ninth with Marko 13th. Siffert died in the World Championship Victory Race at Brands Hatch. When approaching Hawthorn Bend at high speed on lap 15, Siffert’s BRM suffered a mechanical failure which pitched it across the track into an earth bank. The car rolled over and caught fire, trapping Siffert underneath. For 1972, BRM kept New Zealand’s Howden Ganley and Englishman Peter Gethin who were joined by Spaniard Alex Soler-Roig, using the P160B specification version for 1972 before it was replaced by the P160C version mid-season. The 1972 Argentine Grand Prix saw Soler-Roig retire with an accident. Gethin also retired with an oil leak and Ganley finished ninth. Jean-Pierre Beltoise missed Argentina because of legal problems following an accident at the track that claimed the life of Ignazio Giunti in a sportscar race in January 1971. At the South African Grand Prix, the Frenchman’s engine failed, the Englishman and the New Zealander were nine and fourteen laps down respectively and were not classified. The Spanish Grand Prix was a bad race for BRM with all of their drivers retired; Soler-Roig and Sweden’s Reine Wisell with accidents, Beltoise with a broken gearbox and Ganley’s engine failed. At Monaco, the Frenchman took victory, the Englishman retired when he crashed and the Swede also retired when his engine failed. The Belgian Grand Prix saw Ganley eighth, Beltoise retire with overheating and Gethin also retire with a fuel pump failure. At France, the Frenchman finished 15th, the Swede retired with a broken gearbox and the Austrian also retired with an eye injury after a stone thrown up by Emerson Fittipaldi’s Lotus pierced his helmet visor, permanently blinding him in his left eye and ending his driving career. At the British Grand Prix Beltoise finished 11th, Gethin’s engine failed and Jackie Oliver’s suspension failed. At Germany, the New Zealander finished fourth, the Frenchman ninth and the Swede retired when his engine failed. The Austrian Grand Prix saw Ganley sixth, Beltoise eighth and Gethin 13th. In Italy the Englishman finished sixth, Ganley 11th, and the Swede 12th. The Canadian Grand Prix saw Ganley 10th and Gethin retire with suspension failure. Engine failure caused both to retire in the United States. The BRM P160C specification began the 1973 before being replaced by the BRM P160D and BRM P160E spec versions mid-season. Beltoise was joined by Clay Regazzoni and Niki Lauda, The 1973 Argentine Grand Prix saw Regazzoni finish seventh, Beltoise retire when his engine failed and Lauda also retire with oil pressure failure. At Brazil, the Swiss finished sixth, the Austrian eighth and the Frenchman retired with electrical problems. The South African Grand Prix was a bad race for BRM as all of their drivers retired; Beltoise’s clutch failed, Lauda’s engine failed and Regazzoni crashed and was hit by Mike Hailwood who went to pull the Swiss driver from his burning car. Hailwood’s driving suit caught fire, but after being extinguished by a fire marshall he returned to help rescue Regazzoni, an act for which he was awarded the George Medal. In Spain, the Frenchman finished fifth, the Swiss ninth and the Austrian retired with tyre problems. The Belgian Grand Prix saw Lauda fifth, Regazzoni 10th after an accident and Beltoise was fourteen laps down and was not classified. The 1973 Monaco Grand Prix was a bad race for BRM with all of their drivers retired, Beltoise had an accident, Lauda’s gearbox broke and Regazzoni’s brakes failed. The Swedish Grand Prix saw the Swiss ninth, The Austrian thirteenth and the Frenchman retire with engine failure. At France, Lauda finished ninth, Beltoise 11th and Reggazoni 12th. The British Grand Prix saw the Swiss seventh, the Austrian 12th and the Frenchman retired because he was involved in a first lap crash and did not restart. In Holland, Beltoise finished fifth, Reggazoni eighth and Lauda retired with a fuel pump failure. The German Grand Prix was a bad race for BRM with all of their drivers retired, The Frenchman’s gearbox broke, The Swiss’s engine failed and the Austrian’s suspension failed, causing an accident from which he escaped with a broken wrist. The accident forced Lauda to miss his home race in Austria but on Lauda’s home track Beltoise finished fifth and Regazzoni sixth. The Italian Grand Prix, saw the Frenchman finish 13th, the Austrian retire with an accident and the Swiss also retired when his ignition failed. Peter Gethin replaced Regazzoni for Canada but he retired with a broken oil pump. Lauda also retired with a transmission failure and Beltoise finished fourth. The 1973 United States Grand Prix saw the Swiss eighth, the Frenchman ninth and The Austrian retire with a broken oil pump. The BRM P160E competed in most of the 1974 season before being replaced by the BRM P201. Beltoise stayed but Clay Regazzoni and Niki Lauda both left for Ferrari and were replaced by Henri Pescarolo and François Migault.

BUGATTI

The Type 13 was the first real Bugatti car. The Bugatti automobile had been prototyped as the Type 10 in Ettore Bugatti’s basement in 1908 and 1909 while he was chief engineer at Deutz Gasmotoren Fabrik in Cologne, Germany. The Type 10 used a monobloc straight-four engine of Ettore’s own design. it was an overhead cam unit with 2 valves per cylinder, highly advanced for the time. A very-undersquare design, it had a 60 mm bore and 100 mm stroke for a total of 1131 cc. This was attached to an open roadster body with solid axles front and rear. Leaf springs suspended the front with no suspension at all in the rear. Cables operated rear drum brakes. On ending his contract with Deutz, Ettore loaded his family into the Type 10 and headed to the Alsace region, then still part of the German Empire looking for a factory to begin producing cars of his own. After World War I, Alsace became a part of France again, of course. The prototype car was preserved and nicknamed “la baignoire” (“the bathtub”) by the staff at Molsheim in later years due to its shape. Ettore restored it in 1939 and repainted it an orange-red colour, earning it a new nickname, “le homard” (“the lobster”). It was moved to Bordeaux for the duration of World War II and remained there for decades before falling into private ownership. Today, the car is in California in the hands of a private collector. Upon starting operations at his new factory in Molsheim, Bugatti refined his light shaft-driven car into the Type 13 racer. This included boring the engine out to 65 mm for a total of 1368 cc. A major advance was the 4-valve head Bugatti designed — one of the first of its type ever conceived. Power output with dual Zenith Carburettors reached 30 hp at 4500 rpm, more than adequate for the 660 lb (300 kg) car. Leaf springs were now fitted all around, and the car rode on a roughly 79 in wheelbase. The new company produced five examples in 1910, and entered the French Grand Prix at Le Mans in 1911. The tiny Bugatti looked out of place at the race, but calmly took second place after seven hours of racing. World War I caused production to halt in the disputed region. Ettore took two completed Type 13 cars with him to Milan for the duration of the war, leaving the parts for three more buried near the factory. After the war, Bugatti returned, unearthed the parts, and prepared five Type 13s for racing. By the time production of the model ceased in 1920, 435 examples had been produced and the model had also formed the basis of the later Types 15, 17, 22, and 23. Most of the road cars used an 8-valve engine, though five Type 13 racers had 16-valve heads, one of the first ever produced. The road cars became known as “pur-sang” (“thoroughbred”) in keeping with Ettore Bugatti’s feelings for his designs. The car was brought back after World War I with multi-valve engines to bring fame to the marque at Brescia, which is why the model is often referred to as a Brescia Bugatti. The production “Brescia Tourer” also brought in much-needed cash.

The Type 40 Bugatti replaced the early Type 13, 22 and 23 models. As an entry level car, the Type 40 had modest. Simple bodywork and construction methods kept production costs down. As with the early Brescia models it replaced, the Type 40 had road exceptional handling, braking and performance. Supporting the Type 40 was a chassis that was similar to the Type 38. At 1496cc, the engine was that of the Type 37, having an unblown Inline-4 with 5-main bearings and three valves per cylinder. Essentially the engine was half the Type 35’s inline-8. It generated 70 bhp. Standard bodywork on the Type 40 was a four-seater coupe in a torpedo form. Many cars did receive custom coachwork. Back in 1929 the Type 40 offered an affordable alternative to the usual expensive Grand Prix car. However, it is important to note that the same degree of craftsmanship that went into a Grand Prix was held in the Type 40.

Very well known as a model, indeed many would tell you that this is THE classic Bugatti, is the Type 35 and there were a number of these here. The Type 35 was phenomenally successful, winning over 1,000 races in its time. It took the Grand Prix World Championship in 1926 after winning 351 races and setting 47 records in the two prior years. At its height, Type 35s averaged 14 race wins per week. Bugatti won the Targa Florio for five consecutive years, from 1925 through 1929, with the Type 35. The original model, introduced at the Grand Prix of Lyon on August 3, 1924, used an evolution of the 3-valve 1991 cc overhead cam straight-8 engine first seen on the Type 29. Bore was 60 mm and stroke was 88 mm as on many previous Bugatti models. 96 examples were produced. This new powerplant featured five main bearings with an unusual ball bearing system. This allowed the engine to rev to 6000 rpm, and 90 hp was reliably produced. Solid axles with leaf springs were used front and rear, and drum brakes at back, operated by cables, were specified. Alloy wheels were a novelty, as was the hollow front axle for reduced unsprung weight. A second feature of the Type 35 that was to become a Bugatti trademark was passing the springs through the front axle rather than simply U-bolting them together as was done on their earlier cars. A less expensive version of the Type 35 appeared in May, 1925. The factory’s Type 35A name was ignored by the public, who nicknamed it “Tecla” after a famous maker of imitation jewellery. The Tecla’s engine used three plain bearings, smaller valves, and coil ignition like the Type 30. While this decreased maintenance requirements, it also reduced output. 139 of the Type 35As were sold. The Type 35C featured a Roots supercharger, despite Ettore Bugatti’s disdain for forced induction. Output was nearly 128 hp with a single Zenith carburettor. Type 35Cs won the French Grand Prix at Saint-Gaudens in 1928, and at Pau in 1930. Fifty examples left the factory. The final version of the Type 35 series was the Type 35B of 1927. Originally named Type 35TC, it shared the 2.3 litre engine of the Type 35T but added a large supercharger like the Type 35C. Output was 138 hp, and 45 examples were made. A British Racing Green Type 35B driven by William Grover-Williams won the 1929 French Grand Prix at Le Mans.

A rather big surprise, this is a Bugatti Ambulance (converted during WW2) on T46 chassis, including a trailer with T35 wheels and axle! These were shown by the Musée National de l’Automobile, collection Schlumpf.

The Type 57S Atlantic body featured flowing coupé lines with a pronounced dorsal seam running from the front to the back end of the vehicle. It was based on the 1935 Aérolithe concept car designed by Jean Bugatti which was built on a prototype chassis, more specifically, a standard Type 57 chassis shortened to what would eventually become the Type 57S chassis. Like the Type 59 Grand Prix car, the Aérolithe used Elektron composite for its body panels, known for being a very lightweight and durable material, but also for being extremely flammable when exposed to high temperatures. Therefore, being unable to weld the body panels, the engineers riveted them externally, a technique frequently used in the aviation industry, thus creating the signature seam. However, the production Atlantics, just four built, used plain aluminium, but the dorsal seams were retained for style and have led to the car’s present fame. Three of the original four Atlantics are known to survive and each had been restored. Two of them were awarded “Best of Show” awards at the Pebble Beach Concours d’Elegance in 1990 and 2003, respectively. The model was named after Jean Bugatti’s friend, French pilot Jean Mermoz, one of the pioneers in aviation and the first to cross the South Atlantic by air. In December 1936, he and his crew crashed into the Atlantic Ocean after a supposed engine failure. Originally, the Atlantic model was named “Coupé Aero” after its predecessor, the Type 57 Aérolithe. The first two production units already bore that name, but after hearing the tragic news, Jean Bugatti commissioned to change the name of the model to “Atlantic Coupé”. Bugatti’s past during the pre-war and World War II era is often considered as being somewhat imprecise. Therefore, initially, it was believed that only three Atlantic cars were manufactured, as the popular belief hinged on the idea of No. 57453 (2nd Atlantic) and No. 57473 (3rd Atlantic) being the same car, for they were closely related in terms of production date and both being painted black by the Bugatti factory. However, in 2004, renowned Bugatti historian Pierre-Yves Laugier confirmed their separate identities, a research thoroughly comprised in his book entitled “Bugatti: les 57 Sport”, along with an elaborate illustration of each vehicle’s past

This one is a Type 57 Stelvio.

The final Bugatti race car of the 1930s was the Type 59 of 1934. It used an enlarged 3.3 L (3257 cc, 72 x 100 mm) version of the straight-eight Type 57’s engine sitting in a modified Type 54 chassis. The engine was lowered for a better centre of gravity, and the frame was lightened with a number of holes drilled in the chassis. The signature piano wire wheels used splines between the brake drum and rim, and relied on the radial spokes to handle cornering loads. 250 hp was on tap, and eight were made. There was an amazing assembly of Bugatti Type 59s for a new three-volume book dedicated to the car, presented by Marc Newson (who owns the blue example seen here, which won the Belgian GP) and authored by Julius Kruta. The three-car line-up also included Fritz Burkard’s ex-King of Belgium car (middle) and the ex-Charlie Martin car (seen furthest away).

This Bugatti Type 59/50b monoposto was designed to take on stiff German competition from Auto Union & Mercedes. The Type 50b engine was a further evolution of the type 50 powerplant. It was the final Bugatti race car of the 1930s was the Type 59 of 1934. It used an enlarged 3.3 L (3257 cc) version of the straight-eight Type 57’s engine sitting in a modified Type 54 chassis.  The engine was lowered for a better center of gravity, and the frame was lightened with a number of holes drilled in the chassis. The signature piano wire wheels used splines between the brake drum and rim, and relied on the radial spokes to handle cornering loads. 250 hp was on tap, and eight were made.

The first “official” new Bugatti to produced in recent times was the EB110, of course. Believe it or not, this car owes its origins, at least in part, to Ferruccio Lamborghini. By the mid 1980s, he was no longer involved with the marque which bears his name, but he remained interest in the world of cars, even though he was now making his money as a vintner. He still harboured a dream of once again making cars, and he managed to get introduced to Romano Artiolo, who a the time was one of Ferrari’s most successful European distributors across Germany and Italy, and who owned a number of classic Bugattis. A discussion between the two men at the 1986 about trying to revive the marque led to a scheme with the EB110 at its heart, though Lamborghini soon lost interest in the venture and his part in the Bugatti revival are largely forgotten these days. As plans were made, an array of other stars from the industry came and went. Paolo Stanzani, former Technical Director at Lamborghini did not last long as he did not get on with Artioli and his place was taken by Nicola Materazzi, who had been the project leader on the Lancia Stratos and was heavily involved with the Ferrari Testarossa, 288 GTO and F40. Marcello Gandini, by then a freelancer, was engaged to style the car. No expense was spared, with a purpose-designed state of the art factory being constructed in Campogalliano on the outskirts of Modena. The specification was equally ambitious, with early prototypes with aluminium monocoques being deemed not sufficiently rigid, so aeronautics company Aerospatiale was engaged to develop and produce the carbon fibre tub. The engine was a 3.5 litre all-alloy 60 valve V12, with four small superchargers, which meant that in the SuperSport version, there was 603bhp available. A six speed manual gearbox transmitted all those horses to all four wheels. There was a fairly conventional double wishbone suspension with twin spring/damper units, Brembo brakes and tyres specially developed by Michelin, which all helped the car to establish a production car top speed record of 212.5 mph. Artioli wanted to make ownership painless (relatively) with a three year warranty and service deal. The car was unveiled at the Place de la Defence in Paris in September 1991, on the occasion of Ettore Bugatti’s 110th birthday. Everything looked rosy. but then the world’s economies then stagnated. Artioli’s Suzuki franchise collapsed, though somehow he still had the money to buy up Lotus, but money became tight. The proposed EB112 saloon was quietly shelved, and the EB110 struggled to find buyers. It never got close to the projected 300 units per year. First deliveries were made in December 1992 and when the last car was made in September 1995, just 102 cars had been made. 102 of them were GTs and 38 Supersports. The EB110 was not a bad car, but what really sealed its fate was the McLaren F1, which is just about every respect was simply a better one. That was true back in 1994 and if you look at values of the two cars now, it is clear that the market sees it that way now. On the rare occasions that F1s come up for sale, you are going to have to pay sums in excess of £5 million, which would buy you 10 of the EB110s.

BUICK

For 1954 Buick reintroduced the Century using the same formula of mating the smaller, lighter Buick Special body to its largest and most powerful 322 cu in (5.3 L) “Fireball” OHV V8 engine mated with a Dynaflow automatic transmission, with the intent of giving Buick a performance vehicle. Included in the model lineup during this period was a station wagon model, a body style that had been unavailable during the Century’s first production period of 1936 until 1942. In 1953 The Buick-Berle Show introduced product placement commercials on TV, and later in 1955 The Honeymooners was one of the sponsors. Introduced in the middle of the 1955 model year, the four-door Buick Century Riviera along with the four-door Special Riviera, the four-door Oldsmobile 98 Holiday, and four-door 88 Holiday, were the first four-door hardtops ever produced. For the first time, the Century was repositioned below the C-body Buick Super and priced lower. It continued to feature four “VentiPorts” on the front fenders like the larger Buick Roadmaster indicating its status equal to the Super, denoting it was a junior level Buick using the shorter B-body. It also introduced the “Panoramic” one-piece wrap around windshield on all GM cars for 1955. In 1955, the California Highway Patrol placed a large fleet order for 270 Century two-door sedans, a body style unavailable to the general public. It combined the Special two-door sedan body shell with Century powertrain, of which 135 were Dynaflow automatics and 135 were manual transmissions. Broderick Crawford was shown driving a two-door Century sedan during the first season of his popular syndicated TV series Highway Patrol. These Century two-door sedans were actual police vehicles owned by the California Highway Patrol and were loaned to the TV production company, the CHP door emblems were changed to a generic highway patrol emblem. (In later seasons, he drove a four-door Century but these were not California Highway Patrol owned vehicles.) Power brakes were optional. Tubeless tires were new. The Century remained Buick’s performance line, with engine power rising from 200 hp (SAE gross) in 1954, to 236 hp in 1955, to 255 hp in 1956, and topping out at 300 hp from a bored-out 364 cu in (6.0 L) engine in 1957 and 1958, the last model years for the full-sized Century line. In 1956, the Century’s base price was US$2,963. Power windows were standard in the convertible. A padded safety dash became optional. For 1957, Buick styling was notable for its three-piece rear window design. This was a feature in all series fixed-roof body-styles, (excluding wagons and convertibles). Oldsmobile also used this 3-piece rear window design that year, marketed as the “Twin-Strutted Rear Window.” Because the Century was considered the senior “small Buick”, the model received a version of GM’s hardtop station wagon, the Century Caballero Estate for the 1957 and 1958 model years and was not continued for 1959. For 1959, Buick renamed the Century the Invicta.

CADILLAC

With Cadillac planning (yet another!) return to the European market, they decided to book a stand here and there two cars on it. The new one is the 2025 Lyriq Sport, a large all-electric hatchback that has been on sale in the US for a couple of years now.

Contrasting with it was a 1958 Model 62 Eldorado Convertible. Cadillac was restyled and re-engineered for 1957, with stylistic updates in 1958. 1957 saw the Eldorado (in both Biarritz convertible and Seville hardtop body styles) receive new styling with an exclusive rear-end design featuring a low, downswept fenderline capped by pointed in-board fins. Just behind the open rear wheel housings the lower rear quarters were trimmed with broad, sculptured stainless steel beauty panels that visually blended into the split rear wraparound bumper assemblies. A form of this unique rear-end treatment first appeared (sans fins) on the Cadillac “Interceptor” prototype from the immediate post-war era. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The three section front bumper was shared with the rest of the redesigned Cadillac model line, as in previous years the Eldorados came with a long list of standard features. Four specially built 4-door hardtop Eldorado Sevilles were also built in 1957. For 1958, the car received quad headlights as the front clip was again shared with this year’s updated standard Cadillacs. GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Limited Riviera, Oldsmobile Starfire 98, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala. This year’s revised front clip incorporated a new hood, a new front bumper with “dagmars” mounted lower and further apart combined with a full-width jeweled grille. On the Biarritz and Seville, a V-shaped ornament and model identification script was asymmetrically mounted to the deck lid. Other styling updates included the addition of ten vertical chrome slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. The split rear bumper assemblies were each updated with a low-profile combined reverse light/grille unit that replaced the previous year’s separate, round exhaust exits and reverse lights; the round brake/tail light units at the base of the fins remained unchanged. The rear license plate housing was now flanked on each side by five vertical hash marks.

CHEVROLET

The Chevrolet AK Series is a range of pickup trucks sold under the Chevrolet brand, produced from 1941 through 1947. It used the GM A platform, shared with the Chevrolet Deluxe. The AK series was also branded and sold at GMC locations, with the primary visual difference being the Chevrolet had vertical bars in the grille, while the GMC had horizontal bars. The 1941–45 GMC models were sold as the C-Series and became E-Series for the 1946 and 1947 model years (CC-Series/EC-Series for the conventional cab models and CF-Series/EF-Series for the COE ones). The AK series represented an appearance split from previous Chevrolet products where the passenger cars and pickup trucks shared a common appearance, as demonstrated in the Chevrolet Master truck. The Chevrolet Deluxe was an all-new appearance when it was introduced in 1941, and shared much of its mechanicals with the AK series truck and second generation Chevrolet Suburban. It was replaced with the Advance-Design, that was also sold as a GMC.

The 1975 Chevrolet Nova was the most-changed Chevy car for that model year. “Now it’s beautiful,” said the brochure of Nova’s all-new sheet metal, “refined along the lines of elegant European sedans.” Chevrolet wisely maintained a visual kinship with the 1968–1974 design, and also retained Nova’s efficiently sized 111-inch wheelbase. Front tread grew by an inch and a half, and the front stabilizer bar had a larger diameter. Novas now had standard front disc brakes and steel-belted radial tires. The front suspension and subframe assembly was similar to the one used in the second generation GM F-body cars (the Camaro and Pontiac Firebird), whereas the rear axle and suspension were carried over from the previous generation. Coupes, including the hatchback, had fixed side windows (or optional flip-out windows) – the first for a GM vehicle later optioned throughout the 1980s with its light duty trucks (S10, Astro/Safari, and GMT400 trucks to the K2XX series) and vertical vents on the B-pillar. All Novas now had cut-pile carpeting, formerly installed only in the Custom series. Speedometers had larger, easier-to-read graphics. Windshields offered greater glass area. Front-door armrests were redesigned with integral pull bars. The base model carried the inline six-cylinder 250 cu in (4.1 L), 105 hp (78 kW), three V8 engines (262 cu in (4.29 L), a 1975-only option, a 305 cu in (5.00 L) and a 350 cu in (5.7 L)) for 1976 only, were offered. Mated to a three-speed automatic, 3-speed manual or 4-speed – V8s only – Which remained the norm through the end of the decade (and the end of the rear-wheel drive X platform). By then, Cadillac had developed its own version of the X-body, called the K-body which was named the Seville, whose styling was distinct from those of its corporate cousins, and Buick replaced the Apollo with the Skylark name that had been inactive since the previous incarnation ended production at the end of the 1972 model year. The LN (Luxury Nova) package (which was the top luxury trim similar to the Caprice and Malibu Classic) sent Nova into the luxury portion of the compact market; some actually thought of it as competing against a few high-end European imports. The Nova LN was called “the most luxurious compact in Chevrolet’s history,” with wide-back reclining front seats that “look and feel like big, soft lounge chairs.” LN equipment included ad­ditional sound insulation, map pockets, an electric clock, a smoked instrument lens, floor shifter and center console, and a day/night mirror. Taillight lenses have additional white accents unavailable with the base model and a chrome plated grille. Above the front marker lenses, the LN had 4.3 LITER (or 5.7 LITER) decals – making it the first Chevrolet product with metric displacement badges sold in the Americas. Swing-out quarter windows could be ordered for the coupe. “Thanks to LN,” the sales brochure announced, “Nova’s image will never be the same again.” The LN was more Eurocentric as opposed to the Custom which became the mid-level trim option. For 1976 the Nova LN was rebranded Concours to rival the Ford Granada and the Mercury Monarch, as well as upscale versions of the Dodge Dart and Plymouth Valiant. Like regular versions of the 1976 Nova, the Concours came in three body styles: coupe, hatchback coupe, and four-door sedan. Concours was the most luxurious Chevrolet compact to date. Rosewood vinyl decorated the upper door panels, instrument panel, and steering wheel. Concours models had an upright hood ornament, bumper guards, bright trim moldings, black bumper impact strips, and full wheel covers; more-basic Novas came with hubcaps. The Concours coupe also was the first Chevrolet coupe with a fold-down front centre armrest. A V8 Concours coupe sold for $547 more than the comparable base Nova. Engines for the 1976 Chevrolet Nova were a 105-horsepower inline-six, a 165-horsepower 350-cubic-inch V-8, or a 140-horse 305-cubic-inch V-8. 1976 GM vehicles first saw use of the THM200 — from the GM T platform to GM X-Bodies (Chevrolet Nova et al.). A lighter duty, 10-bolt rear differential with a 7.5″ ring gear (also used with the Vega/Monza and produced until 2005) was phased into production – being standard equipment with the base inline-six. A “Cabriolet” padded vinyl top was available for Nova coupes. Modest revisions were made to the brakes, and also to fuel and exhaust system mountings. Dashboards contained new knobs. After testing the 1976 Chevrolet Nova, the Los Angeles Sheriff’s Department placed the largest order for compact police cars ever seen in the U.S. The $187 Nova SS option group included a black grille with unique diamond-mesh pattern, Rally wheels, four-spoke steering wheel, and heavy-duty suspension. Minor changes for the 1977 model year included a more modern round gauge cluster to replace the long sweeping speedometer, and a revised dash panel which changed to a flatter design. Some new colors were offered (as with the rest of the divisions) and some small trim added. A separate brochure was printed for the Concours while the “1977 Nova” brochure detailed only base and Custom versions. The Nova SS previously offered for 1975 and 1976 was discontinued, the option code for the SS — RPO Z26 — continued as the Nova Rally from 1977 through 1979. A badged-engineered Nova Malibu Rallye (1977 and 1978 model years – not related to the USA market Chevelle-based model and based on the Nova hatchback coupe) was sold in Mexico using the RPO Z26 package but fitted with ‘Malibu Rallye’ graphics and a front grille emblem. Three engines and four transmissions were available for every 1977 Chevrolet Nova, including Concours. Buyers could choose from a 110-horsepower 250-cubic-inch inline six, a 145-horsepower 305 cubic-inch two-barrel V-8, or 170-horsepower 350 cubic-inch four-barrel V-8. Shifting was accomplished by three-speed (column or floor shift) and four-speed manuals or Turbo Hydra-Matic. Novas might also be equipped with a heavy-duty suspension or the F41 sport suspension. A surprising number of police departments ordered Novas with either a 305- or 350-cubic-inch V-8 engine, following the lead of the Los Angeles Sheriff’s Department, which had given the compacts an exhaustive evaluation. Promoted as “Concours by Chevrolet”, the 1977 Concours featured a new vertical bar grille and a revised stand-up hood ornament. The rear of the Concours also got new triple unit taillamps reminiscent of the Caprice. It also boasted newly designed wheel covers and wider bright wheel-opening moldings. “International in style, it is American in function,” the sales brochure insisted of the Concours. The brochure went on to note that Concours offered a “very special blending of classic style and good sense.” That last comment referenced Nova’s sensible size. Novas themselves, the marketing materials said, were “not too small, not too big, not too expensive.” For 1978 the Concours was discontinued to clear the way for the newly downsized Malibu, and the Nova Custom inherited much of the Concours’ exterior finery but lacked the stand-up hood ornament displayed by the Concours. Upholstery choices included all-vinyl or Edinburgh woven sport cloth/vinyl. More basic versions of the 1978 Chevrolet Nova had the same grille as used in 1976-1977 and added a gold-tinted Chevy bowtie emblem at the leading edge of the hood. For ’78 Nova was also available with Rally equipment, which included yet another front-end layout: a diamond-pattern grille with horizontal parking lights and black headlight bezels (basically the 1976-1977 SS grille), plus triple band striping and color-keyed Rally wheels. All Nova drivers faced a new dual-spoke, soft vinyl-covered steering wheel; the same one found in the Caprice and Malibu. Any 1978 Chevrolet Nova could be ordered with a 250-cubic-inch six-cylinder engine, a 145-horsepower 305-cubic-inch V-8, or a 170-horsepower 350-cubic-inch V-8. Law enforcement agencies in 48 states were driving Novas by now, as the sales brochure boasted. Production dropped almost 100,000 for the model, to 288,000, making Nova the only Chevrolet series to show a sales decline for 1978. Sales of the Nova hatchback body style lagged well behind regular coupes and sedans, and base models handily outsold Customs. Upon introduction of the downsized GM A-body (later G-body) mid-size cars in 1978, the X-body and downsized A-platform had similar exterior dimensions. The roomier and more modern downsized A-bodies outsold their X-body counterparts. The 1979 Chevrolet Nova marked the end of the line for the rear-wheel-drive Nova. The front end was revised with rectangular headlights and a new grille for the short run (matching that of its Pontiac Phoenix cousin, which replaced the Ventura for 1977); a modified horizontal-bar grille contained vertical parking lights. New chromed hood and fender moldings were installed, and new front-bumper filler panels gave the front end a more finished look. The Custom went back to the base dual section taillights since the triple section taillights were discontinued. The lineup was the same as in 1978; the base-level hatchback, coupe, and sedan, plus the Custom coupe and sedan. As usual, base coupe and sedan proved to be the best sellers. Nova Customs had a special acoustical package including improved headlining and full hood insulation, along with other luxury extras, while the Rally Package returned, this time using the same grille as other 1979 Novas. These final Novas were promoted for their “solid value” and “reputation for dependability,” capitalizing upon a 17-year heritage that had begun with the Chevy II. Fewer than 98,000 examples were produced. Regular production ended on December 22, 1978, but some cars badged “Nova Custom” were built on special order with luxury amenities in early 1979. The final Chevrolet Nova (Custom) built on special order would roll off the line on March 15, 1979, and this would be the end of the rear-drive Nova for good. Chevrolet’s compact models were headed into the front-wheel-drive age and for 1980, Nova’s place in the lineup would be taken over by the new and very different Chevrolet Citation (the Phoenix, Omega and Skylark carried over to this platform as well, and the Seville was reassigned to another front-drive platform).

CITROEN

The special display in the long connecting corridor between Halls 1 and 2 this year was given over to a celebration Adolphe Kégresse and the famous Croisiere expeditions. Xavier Garnier managed to gather a total of 12 cars for the exhibition. The stars of the exhibition were the two surviving cars from the first traverse de Sahara: the “Croissant d’argent” from the museum de Saint-Jean-d’Angély and the “Scarabée d’or” from L’Aventure Citroën. For the first time since their return from the Sahara, over 100 years ago, they stand side by side.

The story of the Citroën-Kégresse K1 “Croissant d’Argent” begins with a meeting: that of Adolphe Kégresse and André Citroën. A brilliant young engineer who had made a name for himself at the court of Tsar Nicholas II, Adolphe Kégresse returned to France at the onset of the Russian Revolution. His only luggage: a patent for flexible tracks capable of turning any car into an all-terrain vehicle. His invention quickly gained attention — including that of a bold young industrialist: André Citroën. Intrigued, Citroën also saw an opportunity — to prove that the car of tomorrow must be capable of driving on all surfaces. Following his instincts, he asked Citroën design office engineer Jacques Hinstin to work alongside Kégresse to adapt the system for the brand’s vehicle chassis. While the first prototypes were based on Citroën Type B2 models, the two engineers quickly developed a new model: the K1. At first glance, the vehicle seems remarkable only for its tracks. But the truth is quite different — the Citroën-Kégresse K1s were packed with innovation and engineering: hybrid tracks and front wheels for both traction and precise steering, a 6-speed gearbox, and a locking differential to avoid getting stuck in sand. After promising early trials in the Vosges mountains, André Citroën was determined to make a bold media move. With the help of Kégresse and Hinstin, and the support of explorers Georges-Marie Haardt and Louis Audouin-Dubreuil, he organized the first-ever motorized crossing of the Sahara by automobile convoy. On December 17, 1922, five Citroën-Kégresse K1s — nicknamed “Scarabée d’Or” (Golden Scarab), “Croissant d’Argent” (Silver Crescent), “Tortue Volante” (Flying Turtle), “Bœuf Apis”, and “Chenille Rampante” (Creeping Caterpillar) — departed the Algerian town of Touggourt and headed into the vast Sahara. The landscapes changed constantly: from the rugged Hoggar mountains to the arid plains of the Tanezrouft and finally the Malian savannah. As in all true adventures, challenges were never far: mechanical issues (frequent engine overheating, broken track pads, vehicle rollovers) gave way to sandstorms and prairie fires. During this journey, the Croissant d’Argent, driven by Louis Audouin-Dubreuil, played a vital role. Beyond coordinating stops and navigation, the vehicle also scouted ahead, towed fuel and spare parts, and occasionally served as a mobile repair station. On January 7, 1923 — after 21 days of travel and only a single day behind schedule — the five vehicles reached their destination: Timbuktu. Following the feat, it took another 8 months for the explorers to return to Paris. The delay was due partly to logistical and diplomatic constraints — but also to the will of André Citroën himself. During this time, the founder of the brand orchestrated one of the very first large-scale marketing campaigns in the history of the automobile industry. Upon their arrival at Gare de Lyon, the explorers — joined by Citroën and Kégresse — were welcomed with a hero’s ovation by the crowd and the press. Newspaper reports, a documentary film, and even an exhibition at the Louvre ensured no one in France could ignore what had just been achieved. It was a masterstroke of marketing that boosted the brand’s global reputation and highlighted the innovation and reliability of Citroën vehicles. But Citroën wasn’t done. Riding high on this success, and with the support of the French government, he envisioned something even grander: a trans-African expedition from Algeria to Madagascar. This would be the “Croisière Noire” of 1924.

The Croissant d’Argent would not take part in this next adventure. Replaced by a more modern P4T model, it was kept by Louis Audouin-Dubreuil as a personal relic. In 1940, the vehicle was entrusted to the city of Saint-Jean d’Angély — the explorer’s birthplace — and later joined the collection of the Musée des Cordeliers.

This is the sister vehicle, the track-driven B2 10 HP model K1 “Autochenille” the Scarabee d’Or. This was the first motor vehicle to cross the Sahara Desert, in 1922, a pioneering expedition that André Citroën ran to prove to the world just how reliable his vehicles were. This extraordinary adventure, commanded by George-Marie Haardt and Louis Audouin-Dubreuil, prefigured Citroën’s famous Black Cruise in 1924 and Yellow Cruise in 1931.

1931 P19b Croissière Jaune: The Yellow Expedition (French: Croisière Jaune) was a French trans-Asian expedition in 1931/1932. It was organized by Citroën in order to promote their P17 Kégresse track vehicles. The expedition started in Beirut, the capital of French Lebanon. Georges-Marie Haardt and Louis Audouin-Dubreuil led the cruise. Haardt had already crossed the Sahara and the whole African continent in two ambitious expeditions. One group of the expedition travelled eastwards through the French Lebanon, French Syria, Kingdom of Iraq under British administration, Persia, Afghanistan, British India until the border of Xinjiang, then a de facto independent region of China under control of the warlord Jin Shuren. Another group travelled westwards across China from Beijing to Urumchi, where they were held hostage by Jin Shurens troops for several weeks. The French archeologist Joseph Hackin, the Russian-French painter Alexandre Jacovleff (as an “Artistic Adviser”), the French philosopher Pierre Teilhard de Chardin and the American photographer Maynard Owen Williams participated in the expedition. Early 1932, the expedition reached the East China Sea. In British Hong Kong, Haardt died of pneumonia and the expedition was aborted. In 1934, a feature-length documentary of the expedition was released. Claude Delvincourt composed the music. In the early 1970s, a French-West German co-produced drama depicting the expedition was filmed. During shoots in Turkey, famous British actor Roger Delgado died. Nevertheless, filming continued. The series aired in France in 1974 and in West Germany in 1975.

The C4, along with the 6 cylinder Citroën C6, was presented at the Paris Motor Show of 1928, and was produced until 1932 The C4 was an evolution, at the same price, of the previous B12, B14, and B15 models , and took some inspiration from the American Ford Model A. When first presented at the Paris Salon of October 1928, it was under the name of AC4 and AC6 (AC for André Citroën), then C4 and C6. The styling was modernised and the car was bigger, more comfortable, and lower, with better handling. Engine power increased by 40%, to give a maximum speed of more than 90 km/h. The Citroën C6 version is powered by a Citroën 6-cylinder with 45 hp, which gave it a top speed of more than 100 km/h, and was aimed at the high-end market. Delage, Delahaye, Talbot, Hotchkiss, and American competition among others. There was a new C4 III version at the show in October 1929 and then again in 1930 with the C4F version at the Paris Salon of 1930, and a C4G version followed at the Salon of 1931. The model was replaced by the Rosalie in 1932.

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.

It is hard to imagine just how revolutionary this car must have seemed when it was unveiled at the Paris Show in 1955. 18 years in secret development as the successor to the Traction Avant, the DS 19 stole the show, and within 15 minutes of opening, 743 orders were taken. By the end of the first day, that number had risen to 12,000. Contemporary journalists said the DS pushed the envelope in the ride vs. handling compromise possible in a motor vehicle. To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS was a symbol of French ingenuity. It also posited the nation’s relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had “fallen from the sky”. An American advertisement summarised this selling point: “It takes a special person to drive a special car”. Because they were owned by the technologically aggressive tyre manufacturer Michelin, Citroën had designed their cars around the technically superior radial tyre since 1948, and the DS was no exception. The car featured a novel hydropneumatic suspension including an automatic levelling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the DS to travel quickly on the poor road surfaces common in France. In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars. As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. Citroën had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production. The 1955 DS19 was 65% more expensive than the car it replaced, the Citroën Traction Avant. This did impact potential sales in a country still recovering economically from World War II, so a cheaper submodel, the Citroën ID, was introduced in 1957. The ID shared the DS’s body but was less powerful and luxurious. Although it shared the engine capacity of the DS engine (at this stage 1,911 cc), the ID provided a maximum power output of only 69 hp compared to the 75 hp claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 83 hp of power. The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS’s hydraulically controlled set-up. Initially the basic ID19 was sold on the French market with a price saving of more than 25% against the DS, although the differential was reduced at the end of 1961 when the manufacturer quietly withdrew the entry level ID19 “Normale” from sale. An estate version was introduced in 1958. It was known by various names in different markets: Break in France, Safari and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon. It had a steel roof to support the standard roof rack. ‘Familiales’ had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back. During the 20 year production life, improvements were made on an ongoing basis. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front bumpers. A more luxurious Pallas trim came in for 1965 Named after the Greek goddess Pallas, this included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery and external trim embellishments. The cars were complex, and not always totally reliable, One of the issues that emerged during long term use was addressed with a change which came in for 1967. The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time, but later switched to a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every “inhalation” of fresh moisture- (and dust-) laden air, the fluid absorbed more water. For the 1967 model year, Citroën introduced a new mineral oil-based fluid liquide hydraulique minéral (LHM). This fluid was much less harsh on the system. LHM remained in use within Citroën until the Xantia was discontinued in 2001. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. All models, including the Safari and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM (Liquide Hydraulique Minéral) in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations. Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The Cabriolet d’Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car, so only 1,365 were sold. These DS convertibles used a special frame which was reinforced on the sidemembers and rear suspension swingarm bearing box, similar to, but not identical to the Break/Safari frame.

To celebrate the 70^th anniversary of the model, there was a special display which had a number of different examples of the model. Highlight of these was a collaboration with Team Garac which recreated the famous DS balloon car used in 1959 adverts to illustrate the ‘floating’ character of the model’s revolutionary hydropneumatic suspension system. Although the original art installation positioned the car in a body of water, for 2025 the model was brought back to life under a stunning chandelier from Régis Mathieu.

It was nice to see examples of the legendary 2CV here. There is a long history to this car, but it was only really with the relaunch of the model to the UK market in 1974 when interest here took off. Sales of the 2CV were reinvigorated by the 1974 oil crisis. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport. This renewed popularity was encouraged by the Citroën “Raid” intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a “P.O.” kit (Pays d’Outre-mer—overseas countries), to cope with thousands of miles of very poor or off-road routes. Because of new emission standards, in 1975 power was reduced from 28 hp to 25 hp. The round headlights were replaced by square ones, adjustable in height. A new plastic grille was fitted. In July 1975, a base model called the 2CV Spécial was introduced with the 435 cc engine. Between 1975 and 1990 under the name of AZKB “2CV Spécial” a drastically reduced trim basic version was sold, at first only in yellow and with an untreated black roof. Slimmer bumpers with stick-on tape rather than plastic strips and no overriders were fitted. It also had the earlier round headlights, last fitted in 1974. In order to keep the price as low as possible, Citroën removed the third side window, the ashtray, and virtually all trim from the car, while that which remained was greatly simplified, such as simple vinyl-clad door cards and exposed door catches rather than the plastic moulded trims found on the 2CV Club. Other 2CVs shared their instruments with the Dyane and H-Van but the Spécial had a much smaller square speedometer also incorporating the fuel gauge, originally fitted to the 2CV in the mid-1960s and then discontinued. The model also had a revised (and cheaper-to-make) plastic version of the 1960s two-spoke steering wheel instead of the one-spoke item from the Dyane, as found on the Club. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in red and white; beginning in mid-1979 the 602 cc engine was installed.[58] In June 1981 the Spécial E arrived; this model had a standard centrifugal clutch and particularly low urban fuel consumption. By 1980 the boost to 2CV sales across Europe delivered by the 1973 Energy Crisis had begun to wear off and there was a whole new generation of superminis and economy cars available from European and Japanese manufacturers. Citroën itself now had the Visa available. Peak annual production for 2CVs was reached in 1974 (163,143 cars) but by 1980 this had dropped to 89,994 and by 1983 would stand at just 59,673. Nonetheless the car remained profitable for PSA to produce on account of its tooling and set-up costs being amortised many years before and it could share major parts with more popular or profitable models such as the Visa and Acadiane. As part of this rationalisation in 1981 the Spécial was fitted as standard with the 602 cc engine, although the 435 cc version remained available to special order in some European countries until stocks were used up. Also in 1981 a yellow 2CV6 was driven by James Bond (Roger Moore) in the 1981 film For Your Eyes Only. The car in the film was fitted with the flat-4 engine from a Citroën GS which more than doubled the power. In one scene the ultra light 2CV tips over and is quickly righted by hand. Citroën launched a special edition 2CV “007” to coincide with the film; it was fitted with the standard engine and painted yellow with “007” on the front doors and fake bullet hole stickers. In 1982 all 2CV models got inboard front disc brakes, which also used LHM fluid instead of conventional brake fluid—the same as was found in the larger Citroën models with hydropneumatic suspension. In late 1986 Citroën introduced the Visa’s replacement, the AX. This was widely regarded as a superior car to the Visa and took many of the remaining 2CV sales in France following its introduction. From 1986 to 1987 2CV production fell by 20 per cent to just 43,255 cars. Of that total over 12,500 went to West Germany and 7212 went to the UK. France was now the third-largest market for 2CVs, taking 7045 cars that year. It was estimated that Citroën was now selling the 2CV at a loss in the French market, but that it was still profitable in other European countries. The peak of 2CV sales in the United Kingdom would be reached in 1986, thanks to the introduction of the popular Dolly special edition (see below)—7520 new 2CVs were registered in Britain that year. This year saw the discontinuation of the Club, which was by then the only 2CV model to retain the rectangular headlamps. This left the Spécial as the only regular 2CV model, alongside the more fashion-orientated Dolly, Charleston and the other special editions. In 1988, production ended in France after 40 years. The factory at Levallois-Perret had been the global centre for 2CV production since 1948 but was outdated, inefficient and widely criticised for its poor working conditions. The last French-built 2CV was made on February 25. In recognition of the event, the last 2CV built at Levallois was a basic Spécial in a non-standard grey colour—the same shade as worn by the very first 2CVs. Production of the 2CV would continue at the smaller-capacity but more modern Mangualde plant in Portugal. In 1989 the first European emission standards were introduced voluntarily by a number of European nations, ahead of the legal deadline of July 1992. This meant that the 2CV was withdrawn from sale in Austria, Denmark, Italy, Spain, Sweden, Switzerland and The Netherlands—the latter one of the car’s largest remaining markets. That year the three leading markets for the 2CV were West Germany (7866), France (5231) and the UK (3200). The last 2CV was built at Mangualde on 27 July 1990—it was a specially-prepared Charleston model. Only 42,365 2CVs were built in Portugal in the two years following the end of French production. Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France. According to Citroën, the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards. As of October 2016, 3,025 remained in service in the UK.

Much like the way the 1959 Mini became the 1964 Mini Moke, the Mehari was based on an existing model, in this case, the 2CV/Dyane. 144,953 Méharis were built between the car’s French launch in May 1968 and 1988 when production ceased. A méhari is a type of fast-running dromedary camel, which can be used for racing or transport. A méhariste was a French Armée d’Afrique and Army of the Levant cavalryman that used these camels. The Méhari was based on the Citroën Dyane 6, and had a body made of ABS plastic with a soft-top. It also employed the 602 cc flat twin engine shared with the 2CV6 and Citroën Ami and because the standard Méhari weighed just 535 kg (1,179 lb), performance was respectable though very far from brisk. The vehicle also had the interconnected fully independent long-travel 2CV suspension used by all of the Citroën ‘A-Series’ vehicles. The colour was integrated into the ABS plastic material in production, and as a utilitarian vehicle, the options chart was quite limited. Only the Vert Montana remained in the catalogue for all the 18 years of production. Except for Azur blue, the official names of colours all refer to desert regions. Ultraviolet rays from the Sun impact the colourfastness of ABS plastic, so unrestored cars have a faded appearance. New bodies for restorations are only supplied in white colour, and now require painting on top of a specialist primer. A four-wheel drive version of the Méhari was produced from 1980 to 1983 and had excellent off-road qualities, due to the lightness of the vehicle. Unlike the earlier four wheel drive 2CV Sahara, which had two engines, this car only had one. Only 1300 were produced and so these cars are now both rare and highly sought after. The Méhari was sold in the United States in 1969 and 1970, where the vehicle was classified as a truck. As trucks had far more lenient National Highway Traffic Safety Administration safety standards than passenger cars in the US, the Méhari did not have seat belts. The Mehari did have limited sales success. Budget Rent-A-Car bought a number of them and offered them as rentals in Hawaii. Hearst Castle, in San Simeon, California, used them as groundskeeper cars. The cars had some differences from those sold elsewhere, with an altered front panel with larger 7″ sealed-beam headlamps being the most obvious.

The Ami was a four-door, front-wheel drive supermini (B-segment), made from 1961 to 1978. At times it was the best-selling new car model in France. The Ami was offered in saloon and break (estate) body styles over two generations, the Ami 6 and the Ami 8. The Citroën Ami had its formal French launch on 25 April 1961, four months ahead of the August introduction of the widely anticipated Renault 4. Both the Renault 4 and the Citroën Ami responded to a perceived market need for a vehicle slightly larger and less rustic than the 2CV. The Ami is a rebodied 2CV with certain mechanical upgrades (particularly a larger engine than the 1950s 2CV), to compensate for the added weight. At launch all the cars were powered by an air cooled 602 cc two-cylinder flat engine which would also be offered at extra cost in the 2CV from 1970. The platform chassis and suspension is similar to the 2CV, being independent all round using leading and trailing arms and coil springs interconnected front to rear. The Ami’s seats were easily removable. Sales pitches of the Ami included photographs of the seats being used as picnic chairs. The Ami and the Ford Taunus P3 were the first cars with rectangular or lozenge-shaped (non-round) headlights. This technical innovation was developed by lighting manufacturers Hella (Taunus) and Cibie (Ami). Soon this innovation found its way to the exclusive coach built Maserati 5000 GT. At the time, it was an unquestioned article of faith that headlights were round, and in the United States, it was the law, so these new headlights were illegal there until 1975. Ten years later this had inspired European automakers to come up with various non-round headlamp shapes. The car went on sale in France in April 1961, though Citroën implemented some simple upgrades in time for the Paris Motor Show only six months later. The most visible change involved the replacement of the fixed windows on the rear doors with two-part horizontal sliding windows, similar to those already fitted on the front doors. Sales initially were not as good as those of the older 2CV; the Ami’s first full year of production was 1962, during which only 85,358 of the cars were sold, while the thirteen-year-old 2CV managed 144,759 sales during the same period. Although the Ami had a modern body, it shared the aggressively minimalist underpinnings of the older car, and this made it hard to justify a starting price for the Ami which, at the end of 1961, was 35% higher. The 1961 Ami 6 sedan is distinguished by an unusual reverse-raked notchback rear window, similar in style to the 1959 Ford Anglia 105E. A Break (estate) model joined the range in the autumn of 1964. The later Ami 8 saloon, launched in March 1969 has a fastback rear window. It was redesigned by the French car design and bodywork company, Heuliez. Most notable changes were the front part and bonnet and the sloping, rather than inverted, rear window on the saloon. The estate version of the Ami 8 had a similar general appearance to that of the Ami 6 although the later car’s taillights were integrated into the rear wings. The Ami Super was a flat-4 variant powered by the engine of the GS and produced between 1973 and 1976. At the launch of the GS, its original flat four-cylinder air-cooled 1015 cc 55 bhp DIN engine was considered to be underpowered. With surplus engines available, Citroën decided to fit the engine into the Ami 8 in January 1973. The car, which became the Ami Super, then easily reached 140 km / h. From the outside, it had a new front grille with six additional vents underneath. On the sides of the front wing there was a badge marked 1015 in reference to the new engine. The body is the same as the Ami 8 apart from changes to inner front wings, bonnet, front panel and bumper mountings. The chassis was also modified from the standard Ami 8 with alterations made to accommodate the 1015 cc engine. Other changes included thicker wire in the suspension springs, to give a tauter ride and front anti-roll bars. Rear anti-roll bars were fitted from 1974 onwards until the end of Ami Super Production in 1976. The Ami Super and Ami 8 Break (Estate) were fitted with 135 15 ZX Michelin tyres as standard while the Ami 8 Berline retained the Michelin 125 15 X although 135 15’s could be ordered as an option. Also on the Ami Super headlamps with built in Quartz iodine fog lights were offered as an option, other options included heated rear screens. Inside, the gear change is floor mounted, in place of the dashboard mounted gear lever of the Ami 6 and 8 and to accommodate this the hand brake of the Super curves up instead of down. The speedometer was also specific to the Ami Super differing slightly to allow higher speed numbers to be shown. The Ami Super was offered in the same three trim levels as the Ami 8, Luxe, Confort and Club on Saloon and Luxe and Confort on Break (estate) versions. These trim differences were fairly minor with Luxe models having bench front and rear seats and vinyl floor matting. Confort trim offered reclining front seats in place of the front bench. The Club models can be considered the Pallas of the Ami range featured sound proofing pads on the floor and bulkhead, carpet including boot lining, stainless steel trim on the window frames and side rubbing strips on the doors and rear wings. Club trim was only available up to the end of the 1973 model year, after that point Ami 8 and Ami super were only available in Luxe and Confort specification. From 1974 Ami Super models were revamped to feature a double line graphic along the exterior of the body sides, either in black or silver depending on body colour, with slotted wheels and double line detailing on the hubcaps. The rear window also featured a graphic in white proclaiming “Ami Super 1015cm³” As the Ami Super looked very much like an Ami 8, and could surprise many by demonstrating its dramatic performance advantage compared to the Ami 8 (55 hp compared to 32 hp). Quoted by Autocar magazine in the UK as a “Q car par excellence” sadly in France its 5CV tax rating made little sense in a small car and as a result sales were low compared to the Ami 8. In the UK however where no such tax penalties existed the Ami Super attracted healthy sales although is now a rare sight due to poor corrosion resistance, a feature suffered by many vehicles of this era. The Ami Super production reached close to 42,000 in sedan and station wagon by February 1976. The Ami 8 continued until early 1979 and reached in the region of 722,000 production, a significant percentage of the total of 1,840,396 of all Ami models.

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.

The SM, a glamorous Sports/GT Coupe still wows people over 45 years since its debut. The Citroën SM was first shown at the 1970 Geneva Motor Show, but work on the car had started way back in 1961, with ‘Project S’, which was envisaged to be a a sports variant of the revolutionary Citroen DS. For the next few years, many running concept vehicles were developed, and these became increasingly complex and upmarket from the DS. In 1968, Citroën purchased Maserati, with the intention of harnessing Maserati’s high-performance engine technology to produce a true Gran Turismo car, which would combine Citroen’s advanced suspension with a Maserati engine. The car was a sensation when revealed, with its distinctive styling, an amazingly low drag coefficient of just 0.26, and as well as the advanced features from the DS such as lights that swivelled with the steering and the advanced hydropneumatic self-levelling suspension there were numerous technical innovations such as variable assistance for the power steering, rain sensitive wipers and the option of lightweight wheels of composite alloys. It was a further six months before customers could get behind the wheel, with the SM finally going on sale in France in September of that year. The origin of the model name ‘SM’ is not clear. The ‘S’ may derive from the Project ‘S’ designation, and the ‘M’ may refers to Maserati, hence SM is often assumed to stand for ‘Sports Maserati’. Another common hypothesis is that SM stood for Série Maserati and others have suggested it is short for ‘Sa Majesté’ (Her Majesty in French), which would aligns with the explanation that the DS model was so called as a contraction of the French word ‘Déesse’ (The Goddess). Regardless of the origins of the name, it attracted lots of attention, and came third in the 1971 Car of the Year competition (behind Citroen’s own revolutionary GS model). For a couple of years, sales were reasonable, but they fell off dramatically in 1973, not just because of the Oil Crisis that struck late that year, but largely because the SM’s technical complexity came with a price tag of some terrible reliability problems, something which owners of rival cars simply did not experience. To compound the owner’s misery, they needed to find and pay for Citroen specialists who understood the hydraulics and a Maserati specialist for the engine. Both categories were kept busy. Citroen declared bankruptcy in 1974 and the company was purchased in May 1975. Thanks to changes in US legislation, sales in that market, which had hitherto been the SM’s largest had ceased,  and so with global sales of under 300 SMs in 1974, having divested itself of Maserati, new owner Peugeot took the obvious decision to cease production of the SM almost immediately. During the SM’s 5 year product life,  a total of 12,920 cars were produced. With the exception of a handful of conversions for the Australian market, all SMs were made in left hand drive, which is perhaps one reason why UK sales amounted to just 325 cars from that total.  Although this is often labelled as one of the 4 “nightmare cars of the apocalypse” (along with the Triumph Stag and Alfa Montreal), the reality is that the surviving cars have largely been “fixed” and they are now not the fearsome ownership proposition that many still assume.

Although it was perhaps not as radical a product as the DS, which it replaced had been, this was still something of a futuristic looking car when it was revealed in 1974. Indeed, it is considered by some enthusiasts as the last “real Citroën” before Peugeot took control of the company in 1976, and as history has now shown, is, it was to be the final successful model of the “big Citroën” era, which began in 1934, as Citroën sold nearly 1.2 million CXs during its 16 years of production. The CX’s flowing lines and sharp Kamm tail were designed by auto stylist Robert Opron, resembling its precursor the GS. Citroën had been using a Wind tunnel for many years, and the CX was designed to perform well in aerodynamic drag, with a low coefficient of drag (Cd in English; CX in French) of 0.36. Despite its fastback lines, the model was never sold as a hatchback, even though many of its rivals adopted this during the 1970s, and Citroen thus modified their own GS late in its life. Mechanically, the car was one of the most modern of its time, combining Citroën’s unique hydro-pneumatic integral self-levelling suspension, speed-adjustable DIRAVI power steering (first introduced on the Citroën SM), and a uniquely effective interior design that did away with steering column stalks, allowing the driver to reach all controls while both hands remained on the steering wheel. The CX suspension’s ability to soak up large undulations and yet damp out rough surfaces was extraordinary, with a consistent ride quality, empty, or fully laden. The suspension was attached to sub frames that were fitted to the body through flexible mountings, to improve even more the ride quality and to reduce road noise. “Car” magazine described the sensation of driving a CX as hovering over road irregularities, much like a ship traversing above the ocean floor. This suspension was used under license by Rolls-Royce on the Silver Shadow. The Mercedes-Benz 450SEL 6.9 was not built under license, but copied the Hydropneumatic suspension principles after the less effective Mercedes-Benz 600 Air suspension installation. The CX was conceived to be a rotary-engined car—with several negative consequences. The CX engine bay is small because rotary engines are compact, but the Comotor three-rotor rotary engine was not economical and the entire rotary project was scrapped the year the CX was introduced, and Citroen went bankrupt in 1974, partly due to a series of investments like Comotor that didn’t result in profitable products. Production versions of the CX were always powered by a modest inline 4 cylinder engine, transversely mounted. This saved space and allowed the CX to be 8″ shorter than the DS. At launch in 1974, the CX was rushed to market, with some teething troubles. Some very early models did not have power steering which made the car difficult and heavy to drive – the CX carries 70% of its weight over the front wheels. Initially there was a choice between three differently powered versions. The “Normale” CX car came with a 1985 cc version of the four cylinder engine from the predecessor model with a claimed maximum output of 102 PS, which was slightly more than had been available from the engine when fitted in the DS. The “Economique” version of the car (reflecting the continuing impact of the 1973 oil price shock) came with the same engine as the “Normale”, but the gear ratios were changed, along with the final drive ratio, giving rise to a 7 km/h (4 mph) reduction in top speed in return for usefully improved fuel economy. More performance came from the “CX 2200”, fitted with a 2175 cc version of the engine and a twin carburettor, resulting in a claimed maximum output of 112 PS. This was rather less than was available in the top spec DS23 EFi which featured a relatively powerful 141 PS fuel-injected 2.3-litre engine. The later 2200 improved on this, and eventually the same 2347 cc unit as used in the DS) arrived, originally only in the long wheel-base Prestige, but a regular CX 2400 arrived at the 1976 Paris Salon, to replace the CX 2200. By this time, Citroen had added a capacious Estate model to the range, called Safari, and a 2.2 litre Diesel powered model – important even in the mid 1970s in France – was also offered. Despite the challenging finances of Citroën at the time of launch, the CX was entered in numerous rally driving events, like Tour du Senegal and Paris-Dakar, winning 5 events outright. Most notable among these was in the 17,500 mile 1977 London–Sydney Marathon road race in which Paddy Hopkirk, driving a CX 2400 sponsored by Citroën’s Australian concessionaire, staged a come-from-behind sprint to obtain third place. The CX was initially a huge success in Europe, more than 132,000 being produced in 1978. It found customers beyond the loyal Citroën DS customer base and brought the technology of the advanced, but somewhat impractical, Citroën SM to the masses. Evolution of the car after this was gradual. More power came in 1977, with the CX GTi which received a modern Bosch L-Jetronic injection system, generating 128 PS, and there was a standard five speed gearbox, and in early 1978, the diesel engine was enlarged to 2.,5 litres. A five speed gearbox was available. A very mild facelift in 1979 saw the Douvrin 2 litre engines that were used in the rival Renault R20 fitted under the bonnet to create the CX Reflex and Athena. In 1981, factory rustproofing and a fully automatic transmission to replace the former semi-automatic gearbox were added. In 1984, the addition of a turbo to the 2.5 litre diesel engine made the CX Turbo-D 2.5 the fastest diesel sedan in the world, able to reach speeds up to 195 km/h (121 mph). In 1985, the GTi Turbo, with a top speed of over 220 km/h (137 mph), finally gave the CX the powerful engine that finally used the full capabilities of the chassis. A facelift later that year was an attempt to keep the car in the public eye, but its sales had peaked long ago, back in 1978, and better trim, a revised interior and new plastic bumpers were not going to help a 10 year old design in the face of stiff market competition. Just 35,000 units were produced in 1986 and 1987. There were few further changes for the rest of the CX’s life, with its successor, the XM appearing in early 1989. Production of the Estate models continued until 1991, by which time 1,170,645 CXs had been sold. There are far fewer survivors than there are of the DS family.

Despite the fact that 2,315,739 BXs were built during its 12-year production run, and the car sold well, these are getting increasingly scarce, even in France. The rather angular hatchback was designed by Marcello Gandini of Bertone, based on his unused design for the British 1977 Reliant FW11 concept and his 1979 Volvo Tundra concept car. It was the second car to benefit from the merger of Peugeot and Citroën in 1976, the first being the Citroën Visa launched in 1978. The BX shared its platform with the more conventional 405 that appeared in 1987, except the rear suspension which is from a Peugeot 305 Break. Among the features that set the car apart from the competition was the traditional Citroën hydropneumatic self-levelling suspension, extensive use of plastic body panels (bonnet, tailgate, bumpers), and front and rear disc brakes. The BX dispensed with the air cooled, flat four engine which powered the GS, and replaced it with the new PSA group XY, TU and XU series of petrol engines in 1360 cc, 1580 cc and, from 1984, 1905 cc displacements. In some countries, a weaker, 80 PS version of the 1580cc engine was badged as the BX15E instead of BX16. A 1124 cc engine, in the 11TE, very unusual in a car of this size, was also available in countries where car tax was a direct function of engine capacity, such as Ireland, Italy, Portugal and Greece. The 11TE model was seen by foreign motoring press as slow and uncomfortable. It was fitted to the cars made from 1988 to 1993 and produced 55 hp. The 1.1 and 1.4 models used the PSA X engine (known widely as the “Douvrin” or “Suitcase Engine”), the product of an earlier Peugeot/Renault joint venture, and already fitted in the Peugeot 104 and Renault 14. The 1.6 version was the first car to use the all-new short-stroke XU-series engine. It was produced in a new engine plant at Trémery built specifically for this purpose, and was later introduced in a larger 1.9-litre version and saw long service in a variety of Peugeots and Citroëns.  The XUD diesel engine version was launched in November 1983. The diesel and turbo diesel models were to become the most successful variants, they were especially popular as estates and became the best selling diesel car in Britain in the late 1980s. Despite being launched on the continent in the autumn of 1982, it wasn’t launched onto the British market until August 1983, initially only with 1.4 and 1.6 petrol engines, although further engine options and the estate model would arrive later, and it would go onto become one of the most popular foreign-built cars here during the second half of the 1980s. A year after the launch of the hatchback model, an estate version was made available. In 1984 power steering became optional, welcome particularly in the diesel models. In the late 1980s, a four-wheel drive system and turbodiesel engines were introduced. In 1986 the MK2 BX was launched. The interior and dashboard was redesigned to be more conventional-looking than the original, which used Citroën’s idiosyncratic “satellite” switchgear, and “bathroom scale” speedometer. These were replaced with more conventional stalks for light and wipers and analogue instruments. The earlier GT (and Sport) models already had a “normal” speedometer and tachometer. The exterior was also slightly updated, with new more rounded bumpers, flared wheelarches to accept wider tyres, new and improved mirrors and the front indicators replaced with larger clear ones which fitted flush with the headlights. The elderly Douvrin engine was replaced by the newer TU-series engine on the 1.4 litre models, although it continued to be installed in the tiny BX11 until 1992. 1988 saw the launch of the BX Turbo Diesel, which was praised by the motoring press. The BX diesel was already a strong seller, but the Turbo model brought new levels of refinement and performance to the diesel market, which brought an end to the common notion that diesel cars were slow and noisy. Diesel Car magazine said of the BX “We can think of no other car currently on sale in the UK that comes anywhere near approaching the BX Turbo’s combination of performance, accommodation and economy”. In 1989, the BX range had further minor revisions and specification improvements made to it, including smoked rear lamp units, new wheeltrims and interior fabrics. Winning many Towcar of the Year awards, the BX was renowned as a tow car (as was its larger sister, the CX), especially the diesel models, due to their power and economy combined with the self levelling suspension. The biggest problem of the BX was its variable build quality, compared to its competition. In 1983, one quarter of the production needed “touchups” before they could be shipped, though later models were more solid. The last BX was sold around 1994, by which time its successors had already been launched. It had been partially replaced by the smaller ZX in early 1991, but its key replacement was the slightly larger Xantia that went on sale at the beginning of 1993.

Development of the AX started in 1983, and was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand – coupled with the huge success of the new Peugeot 205 – had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production. The car was available on the left-hand drive continental markets from its launch on 2 October 1986, as a three-door hatchback with 1.0, 1.1 and 1.4-litre TU-series belt driven OHC engines. A range of five-door models was added in 1987 and a 1.4 litre diesel engine was introduced in 1988. The latter was replaced by a 1.5 litre unit in September 1994. The right-hand drive version for the UK market was launched in August 1987, initially only as a three-door hatchback, with a five-door version joining the range a year later, effectively replacing the five-door Citroën Visa, which was discontinued that year. With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range. The very earliest cars had an issue with gear shifters falling off; this was rectified by the time the AX reached export markets. It was initially backed by a memorable television advertising campaign filmed in China, starring actress Janet Mas and an elderly gentleman, whose character was simply known as Mr. Wong. The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads. Another target for the engineers was lowering friction in the engines. The AX has fully independent suspension with unusually long wheel travel. It also optionally used self-coloured plastic bumpers. This technology came from the PSA Peugeot-Citroën / Renault / French government ECO 2000 project. The production version was much more conservative than the original ‘one box’ design prototype, that was closer to the Eco 2000 styling after negative reactions in focus groups. The “one-box” city car eventually came to market with the Renault Twingo, launched in 1992. In 1989, a naturally aspirated diesel AX, using the 1360 cc all aluminium alloy TUD engine, managed a figure of 2.7 litres/100 km (100 mpg), totalling over 1,000 miles from Dover to Barcelona. This was the longest ever distance travelled on 10 gallons of fuel and earned it a place in the Guinness Book of Records as the most economical production car. Also available was a 4×4 variant, but with limited success when compared to the rival Fiat Panda 4×4. The AX 4×4 was only available with five doors and was not sold in the United Kingdom. The first performance version was the limited-run AX Sport from 1987, with a 1.3 engine and twin carburettors producing 95 bhp, wearing iconic white steel wheels (5,5″ x 13″) which resembled those on its brother, the Peugeot 205 Rallye. The AX Sport used Solex ADDHE 40 carburettors until late 1988 and was then replaced with Weber DCOM 40s, just like the 205 Rallye 1,3. The AX Sport had a shorter inlet manifold than the 205 Rallye, to save room in the smaller engine compartment. In phase 2 guise the Sport was available in other colours and with optional GT wheels and rear spoiler. Later, the AX 14GT, with a single-carburettor 85 bhp 1.4 engine also found in the Peugeot 205 XS, was introduced. From 1991, this model utilised fuel injection to coincide with the revamp of the entire range and to coincide with tougher 1992 EU emission regulations that introduced exhaust catalytic converters. Late 1991 saw the range revised, with a heavily facelifted tailgate and interior being the most notable changes. The front turn signals were now clear, and the Citroën logo was moved to the center of the bonnet. The much maligned dashboard was replaced by a more conservative design. The following year saw the introduction of the most powerful AX variant, the 100 bhp GTi. The GT was sold alongside the GTi for a few months, but was eventually phased out. New models were also introduced, such as the Forte, Spree, Elation and Dimension. In January 1995, the Citroën AX Echo was launched, with a top speed of 110 mph (180 km/h). Its closest competitor, the Peugeot 106 Ski, (that shared components with the AX), was outsold by the Echo. From June 1996, following the introduction of the Saxo, the range was slimmed-down, with production of the AX ending in December 1998, after a 12-year production

Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a flagship saloon replacement for the Citroën CX. It went on sale in its native France immediately afterwards, and was available in right-hand drive on the UK market from October 1989. The XM estate was launched in the spring of 1991, until which time the estate version of the CX remained in production. The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. With total sales over its lifetime of just 330,000 units in 11 years, and the fact that its replacement Citroën C6 was not launched until the end of 2005 (despite being scheduled for launch in 2001), the XM might be considered a failure. By the second half of the 1990s, sales were in sharp decline, but Citroën did not end production of the car until 2000. There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (many surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM ceased production in the mid 1970s. When the estate model joined the line-up, Citroën had a competitor at almost every level with most other similar-sized European cars. Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design – a feature thought to be desirable in certain European markets – perhaps uniquely, it featured an additional glass panel that could lift with the tailgate but when shut, isolated the passenger compartment, to mimic the feel of a salon car. In mid-1994, the XM was revised in order to improve competitiveness. This did not materially impact sales. All models were fitted with driver’s airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroën Xantia. This sharpened the “steering without inducing a nervous twitch.” Power output on the turbocharged motor was increased to 150 bhp from 145 bhp at 4400 rpm. This allowed the car to develop more torque at much lower revs. The important 50–70 acceleration time was 8 seconds compared to the Ford Scorpio 2.0 16V Ghia’s 17 seconds. The view of CAR magazine was that this engine “provides unusually swift access to effortless power … it delivers progressively with commendably little fuss; that this 2.0 turbo is as refined as it is muscular makes the XM’s performance all the more creditable”. XM was intended to compete against prestige vehicles like the Audi 100 and BMW’s 5 Series in a sector that accounted for 14.2% of the European market. It also competed with cars from mainstream brands including the Ford Scorpio and Opel Omega. Citroën was quoted as saying that the car was supposed to “take what Citroën means and make it acceptable”. The car’s initial reception was positive. Some six months after its launch, The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 major awards within a year of its launch. The anticipated annual sales of 450 cars a day in the first full year of production, or 160,000 units a year, never materialized. Sales never reached this ambitious level (higher than even its popular predecessor) for a variety of reasons. Like the CX, the XM did not have the worldwide distribution of competitors from BMW, Audi, and Mercedes-Benz. Also, it was launched only a year before a major global recession began, impacting negatively on car sales across the world; a notable example being the UK, where more than 2.3 million new cars were registered in 1989, but that figure fell to less than 1.6 million in 1991 (a drop of more than 30% in just two years). In Japan the XM was sold through Mazda’s Eunos dealership chain, part of an effort to minimize the appearance of Japan’s automobile market being closed to imports. It was also offered by Citroën’s traditional importer Seibu Motor, who kept selling the XM by themselves after the Eunos brand was discontinued in 1996. The market for executive cars made by volume manufacturers (Ford, Opel, etc.) was on the verge of decline as customers opted for offerings from more prestigious marques, a trend which saw Ford pull out of this market sector in 1998 and Opel in 2003. Customers were placing a higher priority on speed and handling rather than ride comfort which was Citroën’s specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM’s styling was also controversial and alienated those who desired a more conventional three box sedan. Peugeot introduced an XM competitor, the very similar Peugeot 605 that also sold weakly. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroën DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989. Export markets experienced lower sales from the outset, partly due to the XM’s pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. By early 1993, the XM was viewed as an “underachiever”. Initial sales in the UK were at 3,500 units a year, making it Citroën’s weakest seller. The 2.0-litre petrol engined variants were viewed as being the least competitive. As a result, Citroën restructured the range such that all but the base model petrols were fitted with low-inertia Garret turbochargers to add an extra 15 bhp. This made the cars more powerful than more expensive competitors such as the Rover 820, Vauxhall Carlton and Ford Granada 2.0 GLX. After a run of 11 years, production finally ended in June 2000, with 337,000 made. By 1998, Citroën had confirmed that it would soon be discontinuing the XM and replacing it with an all-new model. At the Geneva Motor Show in March 1999, it unveiled the C6 Lignage concept car, which was scheduled for launch in 2001. In the event, the XM’s successor – the C6 – did not go on sale until late 2005 and was even less successful.

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

The C6 was inspired by the Citroën C6 Lignage prototype which was first shown at the Geneva Motor Show in the spring of 1999. When shown, it was clear that this was a potential replacement for the XM, and Citroën was intent on launching it before the end of 2000. It took rather longer than that, though, with the production C6 not being launched until 2005, four years later than Citroën had originally planned and five years after the XM had ceased production. In appearance, it was not very different form the C6 Lignage concept, though it did lack the rear suicide doors. Intended to compete against the might of the German executive triumvirate of E Class, 5 Series and A6, as well as be a flagship French model, the C6 was launched with the choice of a 3.0 litre V6 petrol engine producing 208hp or a 2.7 litre V6 HDi diesel producing 201 hp (shared with the Jaguar models of the time. In October 2006 a 2.2 litre 4 cylinder HDi producing 168hp joined the range and in June 2009 the V6 diesel unit was enlarged to 3 litres and now producing 237 hp. Few other changes were made to the car during its product life. Despite the looks, the C6 was a conventional saloon, with a boot lid, as opposed to a hatchback (just as the earlier CX had been). Citroën hoped that as well as its undoubted elegance, the C6’s selling points would be its innovative technology, which included a head-up display, a lane departure warning system, xenon directional headlamps (also available on the Citroën C4 and Citroën C5), and the Hydractive 3+ suspension with electronically controlled springing and damping which gave the car a “magic carpet” like ride, and a rear spoiler which automatically adjusted to speed and braking. On launch, the press used phrases such as “spaceship that rides on air”, “charmingly idiosyncratic” and “refreshingly different”. Unsurprisingly, the C6 immediately became a prominent vehicle among the fleet of executive cars of the Élysée Palace. Former Presidents of France, Jacques Chirac & Nicolas Sarkozy, have chosen the Citroën C6 as their official car. Chirac, in particular, used a pre-series car before the model was introduced. But finding buyers among the general public proved more difficult. At launch sales expectations across the model’s lifespan were given as 20,000 per year, but when production ended on 19 December 2012, only 23,384 units built over a 7 year period.

The Citroën Xsara WRC is a World Rally Car built for the Citroën World Rally Team by Citroën Racing to compete in the World Rally Championship. It is based upon the Citroën Xsara road car. The car was introduced for the 2001 World Rally Championship season and has taken first three of nine drivers’ titles for Sébastien Loeb, as well as the manufacturers’ title in 2003, 2004, and 2005. The Xsara World Rally Car, based on the road going Xsara hatchback but ultimately having very little resemblance to it under the skin, was one of the most successful cars ever to compete in the World Rally Championship. In 1999, the WRCs predecessor, the two wheel drive naturally aspirated Xsara Kit Car, won overall in Rallye Catalunya and Tour de Corse. This car was considered the best car in the class. The late Philippe Bugalski placed seventh overall and won the Kit Car F2 class. In 2001, Kit Cars category disappeared and was replaced by Super 1600 and Super 2000. Citroën Xsara competed in the category of World Rally Car. In 2002, French driver Sébastien Loeb was supposed to win the Monte Carlo Rally but he was penalized for an illegal tyre change, but he later won the Deutschland Rally. In 2003, the Citroën Xsara was more competitive. In Wales GB, the leader Richard Burns suffered a blackout and withdrew from the rally. Sébastien Loeb made some mistakes on the last round and he lost the championship by just one point. However, the Citroën won the manufacturers’ title. In 2004, Sébastien Loeb won the championship. Sébastien Loeb won 28 rallies with the car, three consecutive Driver’s Championship titles from 2004 to 2006, and Citroën to three consecutive Manufacturer’s Championship titles in 2003, 2004, and 2005. In addition to Leob piloting the Xsara WRC, Jesús Puras, Carlos Sainz, and François Duval have also driven it to win since its 2001 conception. The car was replaced in 2007 by the Citroën C4 WRC, however the Xsara was still used by privateers and others. World champion of 2003, Petter Solberg drove a 2006 spec Xsara for the majority of the season of 2009, which was entered by his own Petter Solberg World Rally Team. Three examples were to be seen here, ranging from 2001 to 2005.

DBA

This is a 2004 DBA 03S Zytek LMP1 race car, previously a modified Reynard 02S.  It was often referred to as the “Blue Rocket”.  The car was powered by a Zytek V8 ZG348 engine.  It competed in the LMP1 class, notably at the 24 Hours of Le Mans. The car in the image is chassis number 004 and was part of the Ascott Collection.

D.B.

This is a 1954 D.B Formula Junior. After two years of “F2” regulations, the CSI is considering a new regulation for the 1954 F1. From now on, it would be a 2.5l atmo or 750cm3 supercharged engine. DB had just created its Monomill single-seater, based on a Racer 500. The Champigny team owned a 750: the Dyna X engine. With a supercharger, the power almost tripled, to 90hp. Hence the idea of an F1 car, namely a supercharged Monomill. It was unveiled at the 1954 Paris Motor Show. As a warm-up, DB fielded two cars at the 1955 Pau Grand Prix. Paul Armagnac and Eugène Martin competed in the trials. The Toulouse native, future founder of the Nogaro circuit, knew the Monomills well. Winner of the Cae event, he had just won Race 2 of the Dakar circuit, where he won Race 1. Eugène Martin had participated in F2 and F1 events. The highlight was two Grand Prix, in 1950 (including the British Grand Prix, the first F1 event in history). Injured during the Swiss Grand Prix, he did not return to the wheel until 1952. Then Martin put his career on hold to design the Salmson 2300S. Released from Salmson for the crime of dirty g…., the veteran was available -but a little rusty-. The DBs are front-wheel drive and they have trouble turning in the streets of Pau. What’s more, the team has kept the original running gear, despite the increase in power. Eugène Martin broke a conical couple. René Bonnet accused him of negligence and replaced him with Claude Storez. Like Paul Armagnac, Storez came from Monomill. He had discovered single-seaters on the Dakar circuit… Where he won race 2. Sorez was above all a “son of”. Not on his father’s side, but on his mother’s side, Régine Gordine, who is also Sacha Gordine’s ex-wife. In practice, Paul Armagnac found himself 17 seconds behind poleman Jean Behra. He was only ahead of gentleman-driver Mario Alborghetti, in a Maserati 4 CLT/50 that he had profoundly modified. Storez, who was discovering the car, brought up the rear, 23 seconds behind Behra. On Sunday, it was lively. Two-time defending winner Alberto Ascari was making his debut in the Lancia D50. He dropped Jean Behra and unrolled. Alas, it broke down and repaired for a long time. Jean Behra inherited the orders, with his 250F. Behind, Eugenio Castellotti, on the other Lancia, attacked like a damned man. At the bottom of the pack, the DB were struggling with Mario Alborghetti’s “Volponi-Arzani”. The Italian went off the road and died shortly afterwards. Claude Storez retired in sight of the finish. Paul Armagnac finished last, 10 laps behind Jean Behra. Two months later, the Monomills were in Angoulême. The fatal accident at the 24 Hours of Le Mans led to an interruption of the events in France until the end of the year. The promoter of the Monomill did not recover. Paul Armagnac and Claude Storez did not touch a single-seater again. Motorsport was dangerous. Claude Storez died in Reims-Gueux in 1959. Paul Armagnac died three years later, in Montlhery. Born shortly before, Corinne Armagnac took up the torch from her father at the end of the 80s. In Formula Ford, then in the AX Cup.

This is an LM53 which was built for the 1953 Le Mans 24 hours race.

DELAGE

Launched nearly half a century after the demise of the original firm in 1953, the Paris-built D12 features a naturally aspirated, 7.6-litre V12 hybrid powertrain with up to 1100bhp and an unusual tandem seating layout.

DELAHAYE

The Delahaye 135 is a luxury car manufactured by French automaker Delahaye. Designed by engineer Jean François, it was produced from 1935 until 1954 in many different body styles. A sporting tourer, it was also popular for racing. The Delahaye 135, also known as “Coupe des Alpes” after its success in the Alpine Rally, was first presented in 1935 and signified Delahaye’s decision to build sportier cars than before. The 3.2-litre overhead valve straight-six with four-bearing crankshaft was derived from one of Delahaye’s truck engines and was also used in the more sedate, longer wheelbase (3,160 mm or 124 in) Delahaye 138. Power was 95 hp in twin carburettor form, but 110 hp were available in a version with three downdraught Solex carbs, offering a 148 km/h (92 mph) top speed. The 138 had a single carburetor and 76 hp, and was available in a sportier 90 hp iteration. The 135 featured independent, leaf-sprung front suspension, a live rear axle, and cable operated Bendix brakes. 17-inch spoked wheels were also standard. Transmission was either a partially synchronized four-speed manual or four-speed Cotal pre-selector transmission. Competition 135s set the all-time record at the Ulster Tourist Trophy and placed second and third in the Mille Miglia in 1936, and the 1938 24 Hours of Le Mans. The list of independent body suppliers offering to clothe the 135 chassis is the list of France’s top coachbuilders of the time, including Figoni & Falaschi, Letourneur et Marchand, Alphonse Guilloré, Marcel Pourtout, Frères Dubois, Jacques Saoutchik, Marius Franay, Henri Chapron, Faget-Varnay, Antem, and others. Production of the 3.2-litre version ended with the German occupation in 1940 and was not taken up again after the end of hostilities. A larger-displacement (3,557 cc) 135M was introduced in 1936. Largely the same as the regular 135, the new engine offered 90, 105, or 115 hp, with either one, two, or three carburetors. As with the 135/138, a less sporty, longer wheelbase version was also built, called the “148”. The 148 had a 3,150 mm wheelbase, or 3,350 mm in a seven-seater version. On the two shorter wheelbases, a 134N was also available, with a 2,150 cc four-cylinder version of the 3.2-litre six from the 135. Along with a brief return of the 134, production of 148, 135M, and 135MS models was resumed after the end of the war. The 135 and 148 were then joined by the one litre larger engined Delahaye 175 / 175S; 178; and 180, being an entirely new series that was under development before the war. When the large displacement chassis-series was discontinued in 1951, the 135M was updated to be introduced as the Type 235, as a last ditch effort to save Delahaye. The 235 was offered until the demise of Delahaye in 1954, but only 84 examples were built.

The Delahaye 235 is a luxury car built by French manufacturer Delahaye from 1951 until 1954. Presented at the 1951 Paris Auto Salon, the 235 was an attempt at updating the pre-war Type 135 for the 1950s. It competed with the Grégoire and Anjou models, built by Hotchkiss, another French luxury marque. Delahaye needed a boost, as combined production of the Types 135 and 175 (and the long wheelbase 178/180) had dropped to an abysmal 77 by 1951. Most noticeable was the new modern ponton-style bodywork, with the full-width front designed by chief designer Philippe Charbonneaux. The mechanics were credited to Fernand Lacour. The prototypes body was manufactured by Motto in Italy, and a total of 84 Types 235 were built. The 235 was originally sold only in chassis form and received bodywork from various coachbuilders, mainly Henri Chapron, but also from Figoni, Saoutchik, Antem, and others. The company’s own business premises at the rue de Banquier in Paris were never tooled up to build car bodies for the 235, but in 1953, as a response to sluggish sales, a standardised “factory” bodywork (“coach d’usine”) from Chapron became available. At 2,700,000 Francs, this represented a saving of nearly thirty percent over the bespoke coach-built versions. The engine was the well known 3.6 liter inline six from the 135MS, here with three downdraught Solex carburettors and 152 hp at 4,200 rpm. The 235 effectively replaced the larger Type 175 in the marketplace, while the lesser 135M continued to be available until 1954. Top speed was around 170 km/h (106 mph). The brakes received a lot of criticism, as did fuel consumption; both issues arose largely due to the very heavy bodywork produced by the French coachbuilders who weren’t as technologically advanced as their transalpine cousins. The 235 appeared too late to have much effect on Delahaye’s fortunes, still relying on 1930s technology in spite of its stylish and modern appearance. Not only was the 235 extremely expensive, a Chapron-bodied 235 going for 3,800,000 Francs, five times the price of a Citroën 15CV ‘Big Six’ and twice that of the much faster Jaguar XK120 in 1952, but the weak economy and steep taxation on large engined cars in post-war France also conspired to finish this fine old manufacturer. After the Delahaye VLR “Jeep” was passed over by the French army in favour of license built Hotchkiss Jeeps, Hotchkiss took over Delahaye in June 1954 and production of Delahaye cars ended shortly thereafter. 235s last appeared at the Paris Salon in 1954, to sell off the remaining stock, and another grande marque met its end.

DE DION

This is a 1904 De Dion-Bouton Model Q (Populaire) single-seater vehicle.  It features an 8-horsepower, single-cylinder engine. The car was highly popular in Britain at the time and was very expensive, costing around £200 in the early 1900s. Driving requires more hand controls than foot pedals. It has three pedals: middle for throttle, right for reverse, and left for transmission panic brake.

A little newer is this one, the 1911 De Dion-Bouton Type CS2, a French luxury vehicle featuring a 4-cylinder engine with cylinders cast in pairs. Produced in Puteaux, this model often came as a double phaeton or touring car. It featured a 2120 cc 4 cylinder engine producing 25 HP at 1600 rpm.

De TOMASO

Designed by American Tom Tjaarda, and unlike the Mangusta, which employed a steel backbone chassis, the Pantera was a steel monocoque design, the first instance of De Tomaso using this construction technique. The Pantera logo included a version of Argentina’s flag turned on its side with a T-shaped symbol that was the brand used by De Tomaso’s Argentinian cattle ranching ancestors. The car made its public debut in Modena in March 1970 and was presented at the 1970 New York Motor Show a few weeks later. Approximately a year later the first production Panteras were sold, and production was increased to three per day.  The curious slat-backed seats which had attracted comment at the New York Show were replaced by more conventional body-hugging sports-car seats in the production cars: leg-room was generous but the pedals were off-set and headroom was insufficient for drivers above approximately 6 ft. Reflecting its makers’ transatlantic ambitions, the Pantera came with an abundance of standard features which appeared exotic in Europe, such as electric windows, air conditioning and even “doors that buzz when … open”. By the time the Pantera reached production, the interior was in most respects well sorted, although resting an arm on the central console could lead to inadvertently activating the poorly located cigarette lighter. The first 1971 Panteras were powered by a Ford 351 cu in (5.8  litre)  V8 engine that produced a severely underrated 330 hp. Stock dynos over the years proved that power was more along the lines of about 380 hp. The high torque provided by the Ford engine reduced the need for excessive gear changing at low speeds: this made the car much less demanding to drive in urban conditions than many of the locally built competitor products. The ZF transaxle used in the Mangusta was also used for the Pantera: a passenger in an early Pantera recorded that the mechanical noises emanating from the transaxle were more intrusive than the well restrained engine noise. Power-assisted four-wheel disc brakes and rack and pinion steering were all standard equipment on the Pantera. The 1971 Pantera could accelerate to 60 mph in 5.5 seconds. In the summer of 1971, a visitor to the De Tomaso plant at Modena identified two different types of Pantera awaiting shipment, being respectively the European and American versions. From outside, the principal differences were the larger tail lamps on the cars destined for America, along with addition of corner marker lamps. The visitor was impressed by the large number of cars awaiting shipment; but in reality, spending the best part of a year under dust covers in a series of large hangars probably did nothing for the cash-flow of the business or the condition of some of the cars by the time they crossed the Atlantic. Late in 1971, Ford began importing Panteras for the American market to be sold through its Lincoln Mercury dealers. The first 75 cars were simply European imports and are known for their “push-button” door handles and hand-built Carrozzeria Vignale bodies. A total of 1,007 Panteras reached the United States that first year. These cars were poorly built, and several Panteras broke down during testing on Ford’s test track. Early crash testing at UCLA showed that safety cage engineering was not very well understood in the 1970s. Rust-proofing was minimal on these early cars, and the quality of fit and finish was poor, with large amounts of body solder being used to cover body panel flaws. Notably, Elvis Presley once fired a gun at his Pantera after it would not start. An L model (“Lusso”) was added in 1972 and a GTS version in 1974, but it was not enough and Ford ended their importation to the US in 1975, having sold around 5,500 cars. De Tomaso continued to build the car in ever-escalating forms of performance and luxury for almost two decades for sale in the rest of the world. A small number of Panteras were imported to the US by grey market importers in the 1980s, notably Panteramerica and AmeriSport. After 1974, Ford US discontinued the Cleveland 351 engine, but production continued in Australia until 1982. De Tomaso started sourcing their V8s from Australia once the American supplies dried up. These engines were tuned in Switzerland and were available with a range of outputs up to 360 PS. The chassis was completely revised in 1980, beginning with chassis number 9000. From May 1980 the lineup included the GT5, which had bonded and riveted-on fibreglass wheelarch extensions and from November 1984 the GT5S model which had blended arches and a distinctive wide-body look. The GT5 also incorporated better brakes, a more luxurious interior, much larger wheels and tires and the fibreglass body kit also included an air dam and side skirts. Production of the wide body GT5 (and similarly equipped narrow body GTS models) continued until 1985, when the GT5-S replaced the GT5. Although the factory has not made its records available, an analysis based on Vehicle Identification Numbers by the Pantera Owners Club of America (POCA) late model (9000 series) registrar has shown that fewer than 252 GT5 Panteras were likely to have been built. The GT5-S featured single piece flared steel fenders instead of the GT5’s riveted-on fibreglass flares, and a smaller steel front air dam. The ‘S’ in the GT5-S name stood for “steel”. Otherwise the GT5-S was largely identical to the GT5. The POCA 9000 series registrar’s VIN analysis indicates that fewer than 183 GT5-S Panteras were built. Concurrent GTS production continued, on a custom order and very limited basis, until the late 1980s. The car continued to use a Ford V8 engine, although in 1988, when the supply of Ford 351 Cleveland engines from Australia ran out, De Tomaso began installing Ford 351 Windsor engines in the Pantera instead. For 1990 the 351 was changed to the Ford 302 cu in (4942 cc, commonly called a “5.0”). Incorporating a Marcello Gandini facelift, suspension redesign, partial chassis redesign and the new, smaller engine, the Pantera 90 Si model was introduced in 1990. Only 38 90 Si models were sold before the Pantera was finally phased out in 1993 to make way for the radical, carbon-fibre-bodied Guarà. Some say 41 were built (with the last one not finished until 1996), of which four were targa models. The targas were converted by Pavesi directly off the production lines. In all, about 7,200 Panteras were built.

FACEL VEGA

The Facel “Vega” was launched at the 1954 Paris Salon, although the first prototype had been completed in October 1953. Originally the model name was “Vega”, but they gradually became “Facel Vega” with “FV” followed by a number indicating the iteration. By 1956, the cars were called FVS (for Facel Vega Sport) in the United States. The 1954 versions of the Facel were fitted with a DeSoto Firedome (Chrysler) 4.5 litre Hemi V8 engine, paired with either Chrysler’s two-speed Powerflite automatic transmission or, at extra cost, a four-speed manual made by Pont-à-Mousson. At this stage, the 180 hp FV was capable of a top speed from 172 to 193 km/h (107 to 120 mph), depending on which rear axle ratio was installed. The chassis, designed by Lance Macklin, was tubular framed, featuring coil springs and double wishbones at the front, with a leaf-sprung live rear axle. The styling, by Daninos himself, was somewhat American and perhaps a bit heavy, with rudimentary tail fins. The body was an expanded version of the earlier, Facel-bodied Simca/Ford Comète. An abundance of stainless steel brightwork was fitted. The dashboard was aircraft-inspired, and one of the first to feature a middle console over the gearbox. On FV and FV1 models, the dashboard was entirely upholstered in leather. The rear seats folded flat to provide a luggage platform and additional access to the boot. In 1955 the engine capacity increased to 4.8 litres and 200 hp (FV1). The FV1 was also 12 cm (4.7 in) longer than the original design47 of these early FVs were built in 1954 and 1955. Seven were convertibles, but as these suffered from rigidity troubles all but a handful of the rest of the large two-door Facels were pillarless coupés. Introduced in October 1955, the FV2 featured a panoramic (aka wrap-around) windshield. The trompe-l’œil dashboard was metal, hand painted to look like burled wood by Marcel Bigot, the head of Facel’s paint department. Referred to as the FVS in the United States, the car featured the same 4.8-litre engine as in the FV1, albeit now offering 250 hp. During 1956, the 5.4-litre FV2B appeared, with 285 hp and substantial added torque. One single FV2 convertible was built and exhibited at the company’s stand at the 1955 Paris Salon, while two FV2B convertibles were built in 1956 for customers in the United States. One FV3 convertible was also finished, in spite of Daninos’ reluctance to offer the bodystyle due to its lack of rigidity. The FVS was also offered with a three-speed automatic, and front disc brakes were available from 1958. At some point a reworked, more harmonious front end was introduced for the FV3 model, featuring what looked like twin stacked headlights but what were actually headlamps on top and auxiliaries beneath. Plymouth’s Polyspheric 4.5-litre “277 Power Pack” engine replaced the DeSoto Hemi unit; maximum power was down to 200 hp. Power steering and power brakes were both standard as of 1957. As Plymouth replaced the 277 engine with the bigger-bore 301 for the 1957 model year, Facel did the same and called the resulting model the FV3B. In addition to the new 253 hp engine, the FV3B also received new, slightly longer and wider bodywork on cars built after the first batch of twelve cars had been completed in March 1957. For 1958, the engine grew to 5.8 litres (FV4) and 325 hp, although the earlier 4.5 and a 4.9 (FV3/FV3B) were still listed as available and the three models were built alongside each other. In total, 357 FVs and FVSs were built. A four-door version, called the Excellence, was added to the lineup in 1958, but was even more rarefied than the two-door version.  For 1959, the Facel Vega HK500 was introduced. Essentially, it was just a renamed, upgraded FVS. Equipped at first with the 335 hp (246 kW) 5.8-litre V8 from the FVS, the HK500 soon received a 360 hp 6.3 litre Chrysler V8, giving it a top speed of 147 mph (237 km/h). It could accelerate from 0-60 mph (97 km/h) in 8.5 seconds.[8] Initially, disc brakes were optional, becoming standard in April, 1960. The Facel Vega II replaced the HK500 in 1962, after 489 had been built. One was a specially made convertible. Total FV/HK production was 842, or 846.

FERRARI

When you see the chassis number, in this case #004C, one thing is clear: this must be a very early example. And yes, it is probably safe to assume that this 1948 166 Spyder Corsa is the oldest still existing ‘original’ Ferrari. There were, as you might expect, even earlier examples, and Ferrari also started counting at 1, but that’s all a bit complicated, confusing, peculiar, so we’ll hold back now. But with #004C, the story could well be true, there is also a Massini report on it, so we’ll leave the subjunctive out for now. The first owner of the Ferrari 166 Corsa Spyder with Ansaloni body was a certain Soave Besana; his brother Gabriele bought a virtually identical vehicle, #002C, at the same time. The factory tested #004C one last time on 12 February 1948, then the vehicle was shipped to Sicily. It is not entirely certain whether Besana and co-driver Bruno Sterzi actually took part in the Targa Florio that year. What is certain, however, is that Besana took part in the Mille Miglia in May 1948 but did not finish. The same thing happened in 1949, but this time with Mosters/Bianchi at the wheel; however, the Ferrari was able to finish a few other races, but there were no major victories. On 30 July 1949, the Milan-based company E. Vallarani & Cie. bought the car for 520,000 lire. It was subsequently used in races mainly by the Frenchman Victor Polledry, who managed to achieve a class victory in Montlhéry in 1956 (!). In 1957, the next owner was a certain Gaston Garino, who put it in a garage, where it was discovered in 1964 by Bugatti specialist Bart Loyens. He sold it to Stanley Nowak for $2,800. In 1965, Nowak found Henry Austin Clark Jr., the founder of the Long Island Automotive Museum, who became the next owner to pay $3,800 for the ‘World’s Oldest Ferrari’. The Spyder Corsa remained in the family until 2015 and, of course, has all the necessary papers confirming its authenticity. Now #004C is coming under the hammer at Broad Arrow, at an auction in Villa d’Este at the end of May 2025. It is expected to fetch between 5.5 and 7.5 million Euro.

1948 is considered the first true racing season for Ferrari, marked by the debut of the 2-liter version of the 12-cylinder engine, destined for a new model to be used both in the sports category and in Formula Two. It was the beginning of a successful and long-lasting series of cars, the “Tipo 166”, which ensured Ferrari’s prestige thanks to the first significant international successes. Designed to compete in the 2-liter class, it was an evolution of the 159 S, which in turn was a direct evolution of the first 125, and it debuted as a winner, achieving major successes that year. The 166’s chassis and suspensions had minor changes compared to previous models; it was a dedicated tubular structure designed by Ferrari and produced by Gilco. The car’s engine was the well-tested V12 designed by Gioacchino Colombo, brought to 1995.02 cc to reach the limit of the 2-liter class. Thanks to its 140 hp, it was favored by many gentlemen drivers of the time, while its flexibility and robustness allowed the 166 to be used competitively in any kind of race. As per Ferrari’s use, the car’s name corresponded to the displacement of the single cylinders. In 1953, the 166’s built for competition were upgraded with a 9.5:1 compression ratio, individual intakes with three Weber 32 IF/4C carburetors, a new gearbox with synchronized 3rd and 4th gears, and twin fuel pumps. This allowed the 166/53 to produce 160 hp and to stay competitive in the 2-liter class. However, despite these improvements, the successes were limited due to the more competitive Maseratis. The ‘Panoramica’ bodywork concept, invented by Ugo Zagato in the late Forties, recalls once again the aeronautical vocation of the brand. Built with the cockpit of an aircraft in mind, it meant to optimize visibility and consequently drivability and comfort. One key factor was the use of plexiglass, a type of material that was still innovative at that time. Zagato preferred it to glass because of its objective qualities: light, pliable, and safe. In this way, it became possible to produce extensive transparent surfaces, up to the roof, making the cabins of the Zagato Panoramica’s a lot more habitable than those of traditional coupes, while keeping the weight down. The tail then had the task to link the central part of the car to the waistline and the flanks, which were always low and sleek. Zagato applied these solutions to very diverse cars in spirit and vocation: the Fiat 500’s Zagato and 1100’s, the Lancia Ardea’s, the Alfa Romeo 8C’s 2300, but also an MG YA and a Maserati A6 1500 were all Panoramica. The Ferrari 166 MM Coupé Panoramica (it was described as such in an advertisement that appeared in July 1949 in the magazine ‘L’Automobile’ to celebrate the 30th anniversary of the Carrozzeria Zagato) was born as a race car. This was thanks to Elio Zagato, who envisaged strong racing abilities for the Panoramica-bodied cars, and Antonio Stagnoli, a renowned gentleman driver, who made a specific request for such a car. Both of them, Scuderia Ambrosiana drivers, turned to Enzo Ferrari (who used to call Elio: ‘Zagatino’, i.e., little Zagato) to ask him to produce a Panoramica body for a Ferrari chassis to race in the Mille Miglia. After all, it was a Ferrari that had won the 1948 Mille Miglia, giving the new-born scuderia the opportunity to join the big players in the car racing world. The chassis (numbered 0018M) and the engine (12 cylinders, 2.0 liters), purchased in Maranello, were then taken to Zagato’s workshop in Milan, where they were clad with a light body of thin aluminum panels. It seems that Gioacchino Colombo, a consultant for Ferrari and a friend of Ugo’s, had his say in this, proving that the two brands worked very closely together on the project. The 166 Coupe Panoramica was completed in the summer of ’49 and started racing immediately at the Senigallia track. But its real debut happened the following year: in 1950, it won the Coppa Intereuropa, the Parma-Poggio di Berceto, and the Aosta-Gran San Bernardo races. Unfortunately, it failed to win the Mille Miglia, as it finished only 36th overall and fourth in its class. This disappointing result and at the same time the notion of its big potential in the steeplechases could be the reason why Zagato transformed it into a barchetta ‘siluro’ (torpedo) at the end of 1950.

This is a 1953 Ferrari 340 375 MM Berlinetta Pinin Farina. Three cars were prepared by Ferrari for the 1953 Endurance Racing Season with berlinetta coachwork by Pinin Farina. One such automobile driven by Marzotto brothers finished fifth overall at 24 Hours Le Mans. Mike Hawtorn and Giuseppe Farina won 24 Hours Spa-Francorchamp 1953 at the wheel of one berlinetta now fitted with 375 4,5 Litre V12 engine. Two Pinin Farina 375 Berlinetta completed 1953 Carrera Panamericana in fourth and sixth position overall. See also Car Review Ferrari 340 375 MM Berlinetta Competizione by Pinin Farina. The Ferrari 340 375 MM Berlinetta Competizione Pinin Farina chassis 0322AM was sold for Euros 4,235,000 at RM Auction 2007 Ferrari Legende Passione. Chassis 0320AM was sold for Euros 9,856,000 at RM Villa Erba Auction 2013.

Also here were the 1952 Ferrari 340 Mexico Vignale Carrera Panamericana Berlinetta and Spyder. Ferrari finished first and second position at 1951 Carrera Panamericana with Ferrari 212 Inter. For the 1953 edition, Ferrari prepared four 340 Mexico with coachwork by Vignale according to the design of Michelotti; there were three berlinetta and one spyder. One spyder and one berlinetta were presented by Girardo & Co at 2025 Retromobile. During the Mexican race, one berlinetta finished on the podium behind two Mercedes 300 SL W194. In 2011 at RM Monterey auction, one 1952 Ferrari 340 Mexico Berlinetta by Vignale chassis 0226 AT was sold for US$ 3,685,000.

Dating from 1953 is this Ferrari 375 Plus. Only eight Ferrari 375 Plus were produced. In 1954 one Ferrari 375 Plus won Le Mans 24 Hours while another won 1954 Carrera Panamericana. In 2014 at Bonhams Goodwood Festival of Speed auction, one Ferrari 375 Plus was sold for the equivalent of US$ 18,2 million.

The Ferrari 250 Testa Rossa, or 250 TR, is a sports racing car built by Ferrari from 1957 to 1961. It was introduced at the end of the 1957 racing season in response to rule changes that enforced a maximum engine displacement of 3 litres for the 24 Hours of Le Mans and World Sports Car Championship races. The 250 TR was closely related to earlier Ferrari sports cars, sharing many key components with other 250 models and the 500 TR. The 250 TR achieved many racing successes, with variations winning 10 World Sports Car Championship races including the 24 Hours of Le Mans in 1958, 1960, and 1961, the 12 Hours of Sebring in 1958, 1959 and 1961, the Targa Florio in 1958, the 1000 Km Buenos Aires in 1958 and 1960 and the Pescara 4 Hours in 1961. These results led to World Sports Car Championship constructor’s titles for Ferrari in 1958, 1960 and 1961. The 250 Testa Rossa was initially developed to compete in the 1957 World Sportscar Championship racing season, in response to rule changes planned for the upcoming 1958 season that would enforce a maximum engine displacement of 3 litres. The objective was to improve on the existing 4-cylinder 2.0L 500 TR/500 TRC Testa Rossa by integrating the more powerful Colombo-designed 3.0L V12 as used in 250 GT series. Along with the new engine, Ferrari improved the existing Testa Rossa chassis and bodywork. As with other Ferrari racing cars, Enzo Ferrari demanded absolute reliability from all components, resulting in a somewhat conservative design approach that aimed for endurance racing success through durability rather than overall speed. Carlo Chiti was the chief designer during 250 TR development and his continual experimentation counterbalanced Mr. Ferrari’s conservatism and led to the many revisions that kept the car competitive through 1962. Other Ferrari engineers had major contributions to the 250 TR, notably Giotto Bizzarrini, who helped with aerodynamic improvements for the 1961 season,[5] and Andrea Fraschetti, who helped develop the first 250 TR prototype before his 1957 death during a test drive. The 250 TR was raced and continually developed by Scuderia Ferrari from 1957 through 1962. In total, 33 250 TRs of all types were built between 1957 and 1962. Included in this total are 19 “customer versions” of the 250 TR sold to independent racing teams, replacing the 500 TRC for this market. All customer cars had left hand drive Scaglietti “pontoon fender” bodies and live rear axles. They did not benefit from the continual improvements to Scuderia Ferrari cars, although many independent teams modified their 250 TRs or purchased ex-Scuderia Ferrari cars in order to stay competitive. The 250 Testa Rossa engine was based on Colombo-designed 3.0L V12 used in 250 GT road and racing cars. Carlo Chiti and other Ferrari engineers made several modifications to increase the performance of this already proven engine. The starting point was a 1953-style cylinder block with an overall capacity of 2953 cc, a 73 mm bore and 58.8 mm stroke. Six two-barrel Weber 38 DCN carburetors fed the engine, increased from the 3 carburetors typical for 250 GT engines. The cylinder heads used single overhead cams, 2 valves per cylinder and helical double-coil valve springs (a first for Ferrari). The helical valve springs were much smaller than previously used torsion springs, allowing the cylinder heads to be strengthened and secured with 24 studs rather than 18 in previous 250 engines. This increased the overall reliability of the engine by improving head gasket sealing. One spark plug was used per cylinder and the position was changed from earlier 250 designs, now located outside the engine vee between exhaust ports. This allowed for a better spark position and more efficient combustion. Piston connecting rods were now machined from steel billet, rather than forged, which resulted in more stress-resistance at higher RPM. The cam covers were painted bright red, the source of the name “Testa Rossa” (literally, “Red Head”). This tradition and name originated with the 500 TR. The resulting engine was designated Tipo 128 and generated 300 hp at 7000 rpm. The power/displacement ratio of 100 hp/litre was a particular point of pride for Ferrari, as it demonstrated how Ferrari’s engineering prowess could create a competitive engine even under rules restricting displacement. The engineering team improved a well understood, proven design by incorporating new technology and strengthening known weak points. They created an exceptionally durable engine, a massive benefit in endurance racing. Other Ferrari racing cars (250 GTO, 250 P) achieved racing success with the same basic engine well into the 1960s, years after the 250 TR chassis was obsolete. 1957–1958 250 TRs used a 4-speed transmission, followed by a 5-speed transmission in 1959. Customer cars were equipped with a 250 GT-style transmission positioned directly behind the engine, while Scuderia Ferrari team cars sometimes used rear-mounted transaxles for better weight distribution. The 250 Testa Rossa used a tubular steel spaceframe chassis, similar to that used in the 500 TR. Compared to the 500 TR, the wheelbase was extended by 10 cm to 2.35 meters. The chassis gained a reputation for durability, as it was designed according to Enzo Ferrari’s desire for absolute reliability even at the expense of excess weight. All 250 TRs used independent front suspension with coil springs. All customer cars had live rear axles.[4][6] Pre-1960 factory team cars used either live or de Dion rear axles while the 1960 250 TRI60 and 1961 250 TRI61 used independent rear suspension. 1957 and 1958 250 TRs were equipped with drum brakes on all four wheels. Enzo Ferrari insisted on the use of drum brakes in the early 250 TRs as he believed they were more reliable and predictable in how they faded compared to more powerful but relatively new disc brakes. Drum brakes were unpopular with drivers as they required tremendous physical exertion to operate, due to lack of servo assist and the extremely hard, long-lasting pads used for endurance races. Despite the extensive air cooling used in the 1958 “pontoon fender”-bodied cars, drum brakes were still subject to heat-induced fade. They were finally replaced with Dunlop disc brakes in all Scuderia Ferrari cars for the 1959 race season. All 250 TRs had 2-seater spider bodies, as did the earlier 4-cylinder Testa Rossas. At the time, this was considered the lightest and most aerodynamic configuration for a racing sports car. The first 250 Testa Rossa prototype (chassis number 0666TR) debuted at the 1957 Nürburgring 1000km. This hastily prepared prototype was based on a 290 MM chassis and had conventional bodywork by Scaglietti very similar to that of the 4-cylinder 500 TR, except for a large hood bulge. For the 1958 250 TR, new bodywork was developed in collaboration between Scaglietti and Chiti with several innovations on the previous 4-cylinder Testa Rossa body. Instead of the conventional fully enclosed front end, the new body had a distinctive cut-away nose reminiscent of a Formula 1 car. The protuberant central air intake was now flanked by deep channels and the headlights were set into nacelle- or pontoon-like fenders that enveloped each front wheel. The purpose of this design was to funnel cooling air inwards towards the brake drums, mitigating the persistent problem of heat-related fade. The lower body was recessed inwards behind the front wheels in order to vent heat from the brakes and exhaust. The front hood was topped with a large bulge and air intake (forward facing on some cars, reverse facing on others) to provide clearance for the vertically oriented carburetors. The rear bodywork was more conventional, including a tapered fairing behind the driver’s head and two small brake lights set into vertical fins. The distinctive cutaway-nose bodywork of the 1958 cars became the most iconic 250 TR style and was used on all cars sold new to private customers. This resulted in the colloquial name for early Scaglietti-bodied 250 TRs: “pontoon fender.” Despite their radical appearance, racing and test runs soon showed that this design generated a significant amount of aerodynamic drag and high speed instability. This was especially noticeable when competing on high speed courses such as the Circuit de la Sarthe against more aerodynamic cars such as the Maserati Tipo 61 and Jaguar D-Type. As a result, the Scaglietti bodywork was soon revised and a wide variety of alternative styles were created from 1958 through 1961. Even during 1958, some Scuderia Ferrari cars were equipped with more conventional bodies in the style of the 1957 prototype. The 250 TR’s open interior was simple and utilitarian, lacking the luxury trimmings found in Ferrari GT cars. The instrumentation and controls were completely focused around the driver. Like other 1950s and 1960s Ferrari sports cars, 250 TRs were equipped with an open gated shifter and a Nardi wooden steering wheel. The 250 TR was subject to continual iteration and refinement from 1957 to 1961, resulting in numerous differences between individual cars that may or may not coincide with different chassis production dates. As was common with Ferrari racing cars of the 1950s and 1960s, 250 TRs were frequently modified and updated by the Ferrari factory and/or private owners. Bodywork was often changed to improve performance or to repair crash damage. Ferrari historians track these changes with a numbering suffix based on year of production (such as 250 TR61 for a 1961-style car) as well as descriptors such as “Spider Fantuzzi” to denote cars with bodies fabricated by Fantuzzi. Despite this historiographical systematization, the low-production, hand-built nature of these cars and their use and modification in period mean that differences are most thoroughly explained in the context of an individual chassis’ history

Needing series production to stabilize his company’s finances, Enzo Ferrari asked Pininfarina to design a simple and classic 250 GT coupé. After the 250 GT Boano/Ellena, Pininfarina’s Grugliasco plant expanded and now had the capacity to produce the new 250 GT Coupé Pininfarina. It was introduced at Milan in 1958, and 335 near-identical examples were built by 1960. Buyers included Prince Bertil of Sweden. The GT Coupé eschewed the fender vents for simple, clean lines and a notchback look with panoramic rear window. The oval grille was replaced by a more traditional long narrow look with protruding headlights. Telescopic shock absorbers were also fitted instead of the Houdailles on previous 250s, and disc brakes were added in 1960. The original 165R400 Pirelli Cinturato tyres (CA67) were later changed to 185VR16. The final 250 GT Coupé had a Superfast tail and was shown at the 1961 London Motor Show.  In line with the high-volume coupé, Pinin Farina also designed a plainer 250 GT Cabriolet for series production. Introduced at the 1959 Paris Motor Show, the GT Spider sported a look similar to the GT Coupé of the previous year, including the removal of the side vents. 185VR15 Pirelli Cinturato tyres (CA67) were standard. On the Coupé the headlights were uncovered. About 212 were produced. In line with the high-volume coupé, Pinin Farina also designed a plainer 250 GT Cabriolet for series production. Introduced at the 1959 Paris Motor Show, the GT Spider sported a look similar to the GT Coupé of the previous year, including the removal of the side vents. 185VR15 Pirelli Cinturato tyres (CA67) were standard. On the Coupé the headlights were uncovered. About 212 were produced.

The 1960 250 GT Cabriolet found favour with many celebrities, among them Barbara Hutton and Marilyn Monroe. Released at the Geneva Motor Show in 1957, the original 250 GT Cabriolet Pinin Farina Series I used the 2,600 mm (102.4 in) wheelbase and the body was styled differently from the Berlinetta. Cars left the factory on either 165R400 or 185VR16 Pirelli Cinturato tyres (CA67). About 36 examples were produced before a second series was shown at Paris in 1959. These later cars had more in common with the production Berlinetta. About 200 of the Series II cars were built.

The Ferrari 250 GT California Spyder was designed by Sergio Scaglietti, who adapted the styling of the 250 GT Pinin Farina, and was produced by Carrozzeria Scaglietti. The model gained considerable recognition after its appearance in the 1986 film Ferris Bueller’s Day Off. The 250 GT California Spyder is a convertible version of the contemporary Berlinetta. It is powered by the traditional Ferrari V12 engine and was produced in approximately 100 units, nearly equally split between long wheel-bases (LWB) versions from 1957 to 1960 and short wheelbase (SWB) versions from 1960 to 1963. The growing American interest in European auto racing and the popularity of smaller sports cars led to a significant increase in sales of European sports car manufacturers in the United States. This trend prompted Ferrari, along with other European manufacturers, to consider developing models tailored specifically for the American market. The success of convertible sports cars, especially in California, led to interest from American dealers such as Jon von Neumann and Luigi Chinetti to advocate for Ferrari to produce a sporty convertible designed for American consumers. They identified a demand for a more aggressive convertible, a market segment not sufficiently addressed by the luxurious 250 GT Cabriolet Pinin Farina. In an interview, Chinetti explains “that in Italy it was difficult for the company to seriously consider a convertible as a sports car”. Initially, Enzo Ferrari was hesitant to produce the California model, as the popular 250 GT Cabriolet Pinin Farina was already in the lineup. However, had he rejected Chinetti and Neumann’s proposal, it is likely they would have converted the 250 GT Berlinetta “Tour de France” or SWB into a spider with Scaglietti’s assistance, a practice they later employed in 1967 with some Ferrari 275 GTB/4 models. The 250 GT California Spyder was created to appeal to American consumers, particularly those in California, as reflected in its name. This model effectively combined race car performance with custom specifications, sustaining interest in the car over the years. The prototype was introduced in 1957, and series production commenced in the second quarter of 1958. At the 1960 Geneva International Motor Show, the 250 GT California Spyder transitioned from the long chassis of the Ferrari 250 GT Berlinetta “Tour de France”, which had a wheelbase of 2.60 meters, to a short chassis version with a reduced wheelbase of 2.40 meters. This change aimed to enhance the car’s performance, particularly its cornering capabilities. The design of the California, noted for its influence in automotive styling, was created by Sergio Scaglietti. Aesthetically, it closely resembles the luxurious Ferrari 250 GT Cabriolet Pinin Farina Series I, produced in the same year, but the California Spyder is characterized by a more slender profile. Its fluid body lines extend from the front lights to the curves of the wings, complemented by an aggressive “shark mouth” grille. Based on the berlinetta, the California Spyder retains many of its aesthetic features, including the distinctive “hip recess” in front of the rear wheels. The windshield slope is more pronounced due to its convertible design. In 1960, the adoption of the short chassis from the 250 GT Berlinetta SWB resulted in more compact proportions that enhanced the muscular silhouette of the California. The two versions of the California (SWB and LWB) can be distinguished by the design of the air intake on the hood, which supplies air to the carburettors; the SWB version features a half-recessed intake. The 250 GT California Spyder was hand-built by Carrozzeria Scaglietti at its workshop in Modena, a common practice for most Ferrari competition models of that era. Although Pinin Farina was known for its body designs, it was unable to produce the California Spyder due to other commitments. In contrast to the Pinin Farina Cabriolet, Scaglietti chose Marchal headlights, which were enclosed in plexiglass, with fog lights integrated into the grille. Buyers of the California Spyder had the option to select projecting headlights; however, Italian regulations required the use of non-fairing headlights. Additionally, Scaglietti did not include a designated area for a license plate, necessitating that owners find their solutions to comply with local regulations. The interior of the 250 GT California Spyder, while similar in finish to that of the 250 GT Cabriolet Pinin Farina I, is characterized by a minimalist design that prioritizes functionality over luxury, resulting in a simpler and more utilitarian appearance. The dashboard features seven circular dials, including the tachometer and the rev counter, providing essential information about engine operation. In the long wheelbase (LWB) version, these dials are positioned behind a three-spoke Nardi steering wheel, crafted from wood and aluminum. In contrast, the short wheelbase (SWB) version displays the dials in a linear arrangement on the dashboard. The Ferrari 250 GT California Spyder shares its chassis and drivetrain with the 250 GT “Tour de France.” It features an independent suspension with superimposed triangles and coil springs at the front, while the rear is equipped with a rigid axle, suspended by leaf springs and guided by four push struts and link shocks. In 1960, telescopic shock absorbers replaced the Houdaille torsion bars at the front. The chassis underwent detailed evolution alongside that of the “Tour de France” berlinetta and, in May 1960, adopted a significant wheelbase change introduced on the 250 GT Berlinetta SWB. This adjustment reduced the wheelbase to 2,400 mm, allowing for wider tracks and lower ground clearance. The tubular chassis supports bodywork primarily made of steel, with aluminium doors. This design results in a weight approximately 100 kilograms heavier than that of the Berlinetta, a difference attributed to the need for structural reinforcement in the convertible design. While the car’s weight is slightly over one ton, exact figures may vary among sources. Braking was initially provided by drum brakes until October 1959, when the 250 GT California Spyder was upgraded to Dunlop disc brakes. The Ferrari 250 GT California Spyder is powered by the traditional Ferrari “Colombo” 12-cylinder V-engine (Type 168), constructed from light alloy and featuring two overhead camshafts with two valves per cylinder. This engine, named after its designer, Gioacchino Colombo, has been utilized across the entire 250 series since 1952. Configured at a 60° angle, the engine has a displacement of 2,953 cm³, with a bore and stroke of 73 mm × 58.8 mm. It is equipped with three Weber double-barrel carburettors, initially 36 millimeters in size, increasing to 42 millimeters from 1960 onward. The engine initially produced 240 hp at 7,000 rpm for the long wheelbase (LWB) version, which was subsequently upgraded to 280 hp with the introduction of the short wheelbase (SWB) version, owing to new cylinder heads and larger valves. It is paired with a 4-speed gearbox, known for its docility, availability, and reliability. In 1960, spark plugs were relocated outside the V configuration, similar to the 250 Testa Rossa, to facilitate maintenance. Additionally, an overdrive was incorporated into the gearbox. The front air intake is typically supplemented by two side vents featuring three polished aluminum slots, located behind the front wheels, which assist in engine ventilation. Although the Ferrari 250 GT California Spyder was not specifically designed for competition, many models participated in endurance races. It won the 12 Hours of Sebring in 1959, driven by Richie Ginther and Howard Hively, and again in 1960 with Giorgio Scarlatti, Fabrizio Serena, and Carlo Abate. Additionally, a California Spyder from the North American Racing Team, driven by Bob Grossman and Fernand Tavano, secured fifth place in the 1959 24 Hours of Le Mans. Some California Spyders were also equipped with the engine from the “Competizione” berlinettes, the sportier versions of the series. The 250 GT California Spyder is often noted for its aesthetic appeal among Ferrari models and cabriolets in automotive history. It is also one of the most valuable cars; on May 18, 2008, television host Chris Evans purchased a model previously owned by actor James Coburn for a record price of €7,040,000 at the “Ferrari Legends and Passions” auction organized by Sotheby’s. On February 6, 2015, a short chassis version of the 250 GT California, previously owned by Roger Baillon and lost to history for nearly 30 years, was sold at the Artcurial auction during the Retromobile show for €14,200,000 (excluding auction fees). This particular vehicle had a notable history, having belonged to several French movie stars, including Alain Delon, and was discovered under a pile of newspapers alongside a Maserati A6G GranSport.

The 1959 250 GT Berlinetta SWB used a short (2,400 mm (94.5 in)) wheelbase for better handling. Of the 176 examples built, both steel and aluminium bodies were used in various road (“lusso”) and racing trims. Engine output ranged from 240 PS to 280 PS. Development of the 250 GT SWB Berlinetta was handled by Giotto Bizzarrini, Carlo Chiti, and young Mauro Forghieri, the same team that later produced the 250 GTO. Disc brakes were a first on a Ferrari GT, and the combination of low weight, high power, and well-sorted suspension made it competitive. It was unveiled at the Paris Motor Show in October and quickly began selling and racing. The SWB Berlinetta won Ferrari the GT class of the 1961 Constructor’s Championship. Also won 1960, 1961 and 1962 Tour de France Automobile before giving ground to the GTO’s.

A 60s Ferrari you really don’t see very often is the 250 GTE, as many of these sacrificed their bodies some time ago for people building recreations of the more exotic 250 models. This one has clearly escaped the process. The 2+2 model 250 GT/E was the first large-production four-seat Ferrari (earlier four-seaters were made in very small numbers). Interior space was increased by moving the engine forward in the chassis. The rear seats were suitable for children but small for adults. Pirelli Cinturato 185VR15 tyres (CA67) were original equipment. The standard wheels used on series 1 & 2 were the Borrani RW3591 and the series 3 were fitted with the Borrani RW3690 as a standard. Engine output was listed at 240 PS (237 bhp). Almost 1,000 GT/Es were constructed by Pininfarina with prototypes starting in 1959 and continuing through three series until 1963. The model was followed by the visually similar 330 Americas. The large production run of the GT/E was a major contributor to Ferrari’s financial well-being in the early 1960s.

The Ferrari 275 GTB is one of those Ferrari models whose price tag generally runs into 7 figures when it is offered for sale these days. The 275 was a series of two-seat front-engined V12-powered models produced in GT, roadster, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 was powered by a 3286 cc Colombo 60° V12 engine that produced 280-300 hp. Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. The standard 275 GTB coupe came first. It was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors. It was more of a pure sports car than the GT name suggested. Some cars were built with an aluminium body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965. The 275 GTB/4 debuted in 1966. A much updated 275 GTB, it generated 300 bhp from a substantially reworked 3286 cc Colombo V12 engine, still with two valves per cylinder but now with a four-cam engine and six carburettors as standard. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned perpendicular to the camshaft instead of offset as in SOHC engines. It was a dry-sump design with a huge 17 qt (16 litre) capacity. The transaxle was also redesigned. A torque tube connected the engine and transmission, rather than allowing them to float free on the body as before. This improved handling, noise, and vibration. Porsche synchronizers were also fitted for improved shifting and reliability. The 275 GTB/4 could hit 268 km/h (166.5 mph). With new bodywork, it was the first Ferrari to not be offered with wire wheels. A total of 280 were produced through to 1968 when it was replaced by the 365 GTB/4 Daytona.

At the November 1963 Paris Auto Show, Ferrari introduced the 250 LM (Le Mans). It was developed as a coupé version of the 250 P and was ostensibly a new production car intended to meet FIA homologation requirements for the Group 3 GT class. The intention was for the 250 LM to replace the 250 GTO as Ferrari’s premier GT-class racer. However, in April 1964 the FIA refused to homologate the model, as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus had to run in the prototype class until it was homologated as a Group 4 Sports Car for the 1966 season. 32 total 250 LM chassis were built from 1963 to 1965, with all but the first chassis (s/n 5149, the Paris Auto Show car with a 250 P engine) powered by 3.3-litre 320 bhp engines as used in the 275 P. According to Ferrari naming convention, the 3.3 litre cars should have been designated “275 LM”, however Enzo Ferrari insisted that the name remain 250 LM in order to facilitate the homologation process. The 250 LM shared fully independent double wishbone suspension, rack and pinion steering, four wheel disc brakes and 5-speed transaxle with the 250 P, however the tubular space frame chassis was significantly strengthened with the roof structure, additional cross-bracing and heavier gauge tubing. The interior was trimmed out as a nod to the ostensible production status of the car, but ultimately it was little different from a prototype racer. The 250 LM was successfully raced around the world by both factory-supported and privateer racers. Unlike the 250/275/330 P cars, new 250 LMs were sold to private customers and campaigned by privateer teams. From 1964 through 1967, 250 LMs were raced by Scuderia Ferrari, NART, Maranello Concessionaires, Ecurie Filipinetti, Ecurie Francorchamps and others, even when this model was no longer competitive with the latest factory prototypes. Notably, a 250 LM (chassis 5893) entered by the North American Racing Team won the 1965 24 Hours of Le Mans driven by Jochen Rindt and Masten Gregory. This remains Ferrari’s last overall victory in the endurance classic. This car is now owned by the Indianapolis Motor Speedway Museum and was displayed at the 2004 Pebble Beach Concours d’Elegance and the 2013 Amelia Island Concours d’Elegance. The 250 LM is highly sought-after by serious auto collectors and individual cars are often featured at auctions, car shows and historic racing events. 250 LMs typically sell for more than $10 million USD and auction records for this model have been repeatedly broken in the past 10 years.

The 275 GTB/4S NART Spider was a roadgoing two-seater spider version of the 275 GTB/4, 10 of which were built in 1967. Production of this car was initiated by Ferrari’s North American dealer, Luigi Chinetti, who wanted a successor to the earlier 250 California Spider series. He asked Sergio Scaglietti and Enzo Ferrari to build a spider version of the 275 GTB/4, which Chinetti bought for approximately $8,000 each, and listed at $14,400 retail. These cars were informally named NART Spiders, referring to Chinetti’s North American Racing Team. While the name “NART” was never part of this model’s official designation from the factory, a cloisonné badge with the team’s logo was installed on the rear of each car. Chinetti intended to order 25 NART Spiders from Scaglietti, but because of low sales just 10 were built in 1967 and 1968, making this one of the rarest 275 models. The ten NART Spiders used chassis numbers 09437, 09751, 10139, 10219, 10249, 10453, 10691, 10709, 10749, and 11057. The magazine Road & Track published a road test of a then-new NART Spider in its September 1967 issue, describing it as “the most satisfying sports car in the world.” This test recorded a 0-60 mph (97 km/h) time of 6.7 seconds, a 1⁄4 mile (0.40 km) drag strip time of 14.7 seconds. and a top speed of 155 mph (249 km/h). The first produced 275 GTB/4S (chassis 09437) was entered in the 1967 12 Hours of Sebring, driven by Denise McCluggage and Marianne Rollo. They finished 17th overall, and 2nd in the 5-litre GT class. Following this race, the car was repainted from its original “Giallo solare” yellow to a burgundy colour for an appearance in the 1968 film The Thomas Crown Affair, where it was driven by Faye Dunaway’s character. The same car was subsequently tested by Road & Track for their September 1967 road test article. In August 2005, 09437 sold for $3.96 million at Gooding & Co.’s Pebble Beach auction. In August 2013, a 1967 275 GTB/4S NART spider (chassis 10709) sold for US$25 million (US$27.5m after commissions) at RM Sotheby’s Monterey, California auction. At the time of the auction, this was a one-owner car, previously owned by Eddie Smith of Lexington, North Carolina. Mr. Smith purchased it new in 1968 and drove it regularly until his death in 2007. Subsequently, the car remained in possession of his family until the 2013 auction sale. Mr. Smith Jr. felt that the car was “sort of being imprisoned” hence the reason for the selling it. The winning bid was by Lawrence Stroll, collector and part-owner of Aston Martin Formula One team. The Smith family announced that the proceeds of the sale will be donated to charity.

The 275 GTS was a two-seat grand touring spider produced from 1964 to 1966. The 275 GTS was introduced at the same time as the 275 GTB and was mechanically almost identical, sharing the 3.3 litre V12, transaxle, chassis and fully independent suspension. Ferrari reported that the engine fitted to the 275 GTS produced 260 bhp. This was less than the reported 280 bhp produced by the 275 GTB, although there was likely no difference in engines between the models. The 275 GTS was never equipped with a torque tube, unlike the 275 GTB series II. This model was fitted with 205Vr15 Pirelli Cinturato CN72 tyres on Borrani wire wheels. The all steel 275 GTS body was designed and manufactured by Pininfarina. Its appearance was entirely different than that of the 275 GTB coupé, with a shorter front hood, smaller uncovered headlights, and overall balanced proportions suggesting earlier 250 Pininfarina Cabriolet models. All 275 GTS were equipped with a folding cloth convertible top and an additional removable hard top was a factory option. Ferrari produced a total of 200 275 GTS between late 1964 and early 1966, including 19 in right hand drive. The 275 GTS was replaced in 1966 by the 330 GTS, leaving no 3.3 L spider in the range until the creation of the 275 GTB/4 NART Spider.

The 330 GTC and 330 GTS were more like their 275 counterparts than the 330 GT 2+2. They shared the short wheelbase of the 275 as well as its independent rear suspension & the same tyres 205VR14 Michelin XWX. These models were more refined than earlier Ferraris, quieter and easier to drive. It has been stated that this “was probably the first Ferrari in which you could actually enjoy a radio”. The GTC berlinetta was introduced at the Geneva Motor Show in March, 1966. It was a two-seater coupé with a Pininfarina-designed body. A 1967 GTC was given one-off bodywork by Zagato at the behest of American importer Luigi Chinetti in 1974. This car was called the “Zagato Convertibile”, since it was of a targa-style. The GTS spider followed at the Paris Motor Show. About 600 coupés and 100 spiders were produced before the 1968 introduction of the 365 GTC and GTS. Both models’ four litre engines produced 300 PS 598 examples of the GTC were produced and 100 of the GTS.

The 330 GT 2 + 2 was first seen at the Brussels Show in January 1964. This was much more than a re-engined 250, however, with a sharper nose and tail, quad headlights, and a wide grille. The wheelbase was 50 mm (2.0 in) longer, but Koni adjustable shock absorbers improved handling. A dual-circuit Dunlop braking system was used with discs all around, though it separated brakes front to back rather than diagonally as on modern systems. When leaving the factory the 330 GT originally fitted Pirelli Cinturato 205VR15 tyres (CN72). The 1965 Series II version featured a five-speed gearbox instead of the overdrive four-speed of the prior year. Other changes included the switch back to a dual-light instead of quad-light front clip, alloy wheels, and the addition of optional air conditioning and power steering. Prior to the introduction of the ‘Series II’ 330 GTs, a series of 125 ‘interim’ cars were produced, with the quad-headlight external configuration of the Series I cars, but with the five-speed transmission and ‘suspended’ foot pedals of the ‘Series II’ cars. 625 Series I (including 125 ‘interim’ cars) and 455 Series II 330 GT 2+2 cars had been built when the car was replaced by the 365 GT 2+2 in 1967. Production of the smaller 330 GTC and GTS models overlapped with the GT 2+2 for more than a year.

First seen at the 1968 Paris Motor Show, the 365 GTB/4 was the last of the classic front engined V12 Ferrari models. Almost immediately the 365 GTB/4 gained its ‘Daytona’ moniker from Ferrari’s 1-2-3 result in the 1967 24-hour race of the same name. The Daytona’s engine and handling certainly didn’t undermine its racing nomenclature. The 4.4-litre, 4-cam V12 produced an astonishing 352bhp and, despite its 1,633kg bulk, the Daytona was billed as the fastest road car in the world. Not only was 174mph more than brisk, but crucially, it was faster than the Miura. The 5-speed gearbox was mounted at the rear for a more optimal weight distribution, and helped give the Daytona its predictable handling and solid road-holding. Like so many Ferraris of the period, the Daytona’s beautiful bodywork was designed by Pininfarina with the car built by Scaglietti. The delicate front was cleanly cut with both pop-up and Plexiglas headlight varieties. The rear slope was suggestively rakish and a Kamm tail provided further clues as to the performance of the car. The wheel arch flares, although elegant in proportion, are the only real overt notion that this car has significant pace, until you drive one! A number of them had their roof removed in the 1980s when people wanted the far rarer GTS Spider version, but values of the cars are such now that I would hope no-one would even contemplate such an act of sacrilege again!

Still seen by many as the most beautiful Ferrari ever built was the 246 GT Dino and this time there was just one example here.  The Ferrari Dino was created to honour Alfredo ‘Dino’ Ferrari, Enzo Ferrari’s only legitimate son, who sadly died of muscular dystrophy in 1956. Unlike any previous road-going Ferrari, the Dino utilised a V6 engine, the Tipo 156, which Alfredo himself had helped develop and strongly advocated during his working life. Following continued motor racing success and in order to homologate Ferrari’s 1966 Formula Two campaign, a new line of mid-engined production V6 coupés with Fiat running gear went on sale in 1967 in two litre 206 GT form. However, in 1969 a larger 2.4 litre Dino was introduced, named the 246 GT or GTS in the case of the Spider. Only 3,913 definitive Dinos were built before the introduction of the completely restyled V8 engined 308 in 1973. The voluptuous bodywork of the 246, which many regard as the prettiest ever to grace a road-going Ferrari, was designed by Pininfarina and built by Scaglietti. It clothed a tubular chassis which carried wishbone independent suspension at each corner. The compact four-cam, 190bhp. engine was mounted transversely above the five-speed gearbox and just ahead of the rear axle, allowing for both a comfortable cockpit and some usable boot space.

The Ferrari 365 GTC/4, a 2+2 grand tourer, was only produced by Ferrari from 1971 to 1972. It was based on the chassis of the Ferrari 365 GTB/4 “Daytona”. In the very short two-year production run 505 examples of the GTC/4 were produced. Its chassis and drivetrain, however, were carried over mostly unaltered (apart from a wheelbase stretch to provide more satisfying rear seat room) on its successor, the 1972 365 GT4 2+2. The GTC/4’s coupé bodywork by Pininfarina enclosed two front and two rear seats, as on the 365 GT 2+2 it replaced directly. However, the rear seats were small and the slanting rear window limited rear headroom, so it can also be seen to trace to the two-seat 365 GTC that had been discontinued in 1970. With its wedge shape, fastback silhouette, sharp creases and hidden headlamps the GTC/4’s styling clearly reflects the 365 GTB/4 “Daytona” it was based on. Power steering, electric windows and air conditioning were standard. The cabin was upholstered in mixed leather and tartan fabric, unique to this model and unusual for a Ferrari, with full leather upholstery an option. The 365 GTC/4 shared the chassis and engine block as the 365 GTB/4 Daytona, riding on the same wheelbase and suspension. Many changes were made to make it a more comfortable grand tourer than its two-seat predecessor and sibling. These included softer spring rate and a hydraulic power steering. The chassis was a tubular spaceframe, mated to a steel body with aluminium doors and bonnets; as was customary in this period, the bodies were made and finished by Pininfarina in Turin, then sent to Ferrari in Modena for the assembly. The suspension system used transverse A-arms, coil springs coaxial with the shock absorbers (double at the rear), and anti-roll bars on all four corners. Wheels were cast magnesium on Rudge knock-off hubs, while Borrani wire wheels were optional; the braking system used vented discs front and rear. The engine was a Tipo F 101 AC 000 Colombo V12, displacing 4,390 cc. Engine block and cylinder heads were aluminium alloy, with cast iron pressed-in sleeves; chain-driven two overhead camshafts per bank (four in total, as noted by the “4” in the model designation) commanded two valves per cylinder. The V12 was detuned to 340 PS (335 bhp) from the Daytona, to provide a more tractable response suited to a GT-oriented Ferrari. In place of the Daytona’s downdraft setup, six twin-choke side-draft Weber carburetors were used, whose lower profile made possible the car’s lower and sloping bonnet line. The 5-speed all-synchronised manual transmission was bolted to the engine, another difference from the Daytona which used a transaxle. However the set back placement of the engine and transmission still allowed the car to achieve a near perfect 51:49 weight distribution. The gearbox was rigidly connected to the alloy housing of the rear differential through a torque tube.

Top of the Ferrari range from the mid 70s for 10 years was the Berlinetta Boxer, object of many a small child’s intense desire, as I can attest from my own childhood! Production of the Berlinetta Boxer was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout.  This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. The mid-engined 6- and 8-cylinder Dino racing cars were the result, and Ferrari later allowed for the production Dino road cars to use the layout as well. The company also moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1970 that a mid-engined 12-cylinder road car would appear. The first “Boxer” was the 365 GT4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, of which 88 were right-hand drive (of which 58 were for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights. Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely.  Although referred to as a Boxer, the 180° V12 was not a true boxer engine, but rather a flat engine.  It had 380 hp, slightly more than the Daytona. The 365 GT4 BB was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The name 512 referred to the car’s 5 litre, 12 cylinder engine; a deviation from Ferrari’s established practice of naming 12-cylinder road cars (as the 365 BB) after their cylinder displacement. The engine was enlarged to 4943.04 cc, with an increased compression ratio of 9.2:1. Power was slightly down to 360 hp, while a dual plate clutch handled the added torque and eased the pedal effort. Dry sump lubrication prevented oil starvation in hard cornering. The chassis remained unaltered, but wider rear tyres (in place of the 365’s equally sized on all four corners) meant the rear track grew 63 mm. External differentiators included a new chin spoiler upfront, incorporated in the bumper. A NACA duct on the side provided cooling for the exhaust system. At the rear there were now twin tail lights and exhaust pipes each side, instead of triple units as on the 365 GT4 BB. 929 BB 512 models were produced. The Bosch K-Jetronic CIS fuel injected BB 512i introduced in 1981 was the last of the series. The fuel injected motor produced cleaner emissions and offered a better balance of performance and daily-driver temperament. External differentiators from the BB 512 besides badging include a change to metric sized wheels and the Michelin TRX metric tyre system, small white running lights in the nose, and red rear fog lamps outboard of the exhaust pipes in the rear valance. 1,007 BB 512i models were produced.

The history books say Michelotto only officially built 4 Group B-spec Ferrari 308s. However, this incredible once-forgotten prancing horse seems to be driving proof that they built a fifth, and it’s now heading to Aguttes’ Tour Auto Sale. Maranello’s scarlet racers aren’t commonly associated with gravel roads and rally stages, but in the late 1970s, the house of the prancing horse was beginning to experiment with getting their tyres dirty. Despite their wealth of experience on-track, Ferrari called upon the help of Michelotto, a Ferrari dealership turned rally firm, who had already demonstrated their prowess in preparing Lancia’s Stratos for all-terrain domination. Having made its debut at the 1975 Paris Motor Show, the Ferrari 308 GTB was the model selected for a rally makeover. Unlike Ferrari’s V12 berlinettas, the 308 GTB featured a transverse V8 mounted behind the driver, improving its weight distribution and cornering ability. Meanwhile, its tubular frame construction meant that it was relatively simple to replace the production body with lightweight fibreglass panels. Michelotto started by building 11 wide-arched Group 4 variants, which swiftly proved to be fearsome competitors in Europe’s rally stages. Jean-Claude Andruet secured Ferrari’s first and only podium finish at a World Rally Championship, finishing second at the 1982 Tour de Corse in his Pioneer-liveried 308. No doubt spurred on by Andruet’s success, Michelotto began work on preparing the 308 GTB for rally’s most challenging arena: Group B. By 1983, Michelotto were ready to unveil their super hot Group B-spec 308 GTB, which would go on to secure first place finishes at the Trofeo Villa d’Este in 1983 and the Rallye Citta di Bassano in 1984 to name a few highlights, but in the end only four of these mid-engined machines were ever built. At least, that was the common belief until today. This glorious beast, chassis 30525, may not have been included in the original run of four, but it received the Group B treatment from Michelotto all the same. However, its road to Group B had a few more twists and turns than its famous stablemates, being originally delivered in 1980 to a Piedmontese female driver in the gorgeous combination of Blu Dino over a Pelle Beige Connolly leather interior. It wouldn’t be long before this 308 GTB changed its outfit, though, because it was soon sold to rally veteran Virgilio Facetti, who sent it to Autofficina Effegi for rally preparation in 1982. They replaced the factory bodywork with new ultralight carbon-kevlar panels, while the Quattrovalvole type F105 engine was upgraded to produce a hearty 300 horsepower thanks to new Mahle pistons and Marelli injection. It was at this point that chassis 30525 donned its perfectly-1980s Retequattro livery, completing a seriously attractive rally machine.1984 saw chassis 30525 compete in no less than five different events with varying levels of success, the highlight being a 3rd place finish at the 2nd Rally Tre Laghi, where Facetti was joined in the cockpit by Valerio Arioli. Perhaps unsatisfied with these middling results, Facetti enlisted the help of Michelotto to increase the potency of his prancing horse for the 1985 season. Records show that chassis 30525 was then given the new specific chassis number 18 from Michelotto. In January 1985, it was transported to master coachbuilder Lino Cazzola, who clothed chassis 30525 in the final remaining Group B body for the 308 GTB. By March of that year,  Michelotto had put the finishing touches on chassis 30525, draping it in a new Giallo livery. Chassis 30525 made its return to the rally stage in September 1985 at the 3rd Valtellina Cup, but it would only race twice more under Facetti’s ownership. In December 1986, Facetti sold the car to Fabio Penariol of Pro Motor Sport, who commissioned three of the four original Group B 308 GTBs. Pro Motor Sport continued to develop the car the following year with engine modifications and a fresh lick of Rosso Corsa paint, reconfiguring it to Group IV specification. Penariol parted ways with chassis 30525 in 1988, but this wasn’t the end of its competition career, with this 308 GTB continuing to participate in various Ferrari Club meets and track days throughout the 1990s and into the early 2000s.The final major milestone of note relating to chassis 30525’s history came in 2010, when it was sold to a French enthusiast who sent the car back to Lino Cazzola some 25 years after the master coachbuilder first helped convert it to Group B specification. Lino Cazzola treated it to a total restoration and returned it to its full Group B glory, as it was in 1985. During this process, the original fibreglass Michelotto body, still painted in Rosso Corsa and showing signs of the original Giallo, was removed but is included with the car. It’s also worth noting that – according to specialist Cyrille Jaquinot – chassis 30525 was remarkably never involved in an accident, despite its lengthy competitive career. While never officially recognised as an “308 Michelotto” as a result of its engine being prepared by Facetti, chassis 30525’s meticulously documented history proves its close genetic ties to the four original cars. Now chassis 30525 is offered for sale at Aguttes’ Tour Auto sale on Monday April 7th, where it’s expected to fetch between 700,000 and 1,100,00 euros.

Object of many a poster on a young enthusiast’s bedroom wall when the car was new was the Testarossa and there was a couple of nice examples here. A replacement for the BB512i, the final iteration of Ferrari’s first ever mid-engined road car, the Testarossa was launched at the Paris Show in October 1984. The Pininfarina-designed car was produced until 1991, with the same basic design then going through two model revisions, with the  512 TR and later F512 M which were produced from 1992 to 1996 before the model was replaced by the front-engined 550 Maranello. Almost 10,000 Testarossas, 512 TRs, and F512 Ms were produced, making it one of the most-produced Ferrari models, despite its high price and exotic design. The Testarossa followed the same concept as the BB512, but was intended to fix some of the criticisms of the earlier car, such as a cabin that got increasingly hot from the indoor plumbing that ran between the front-mounted radiator and the midships-mounted engine and a lack of luggage space. This resulted in a car that was larger, and at 1,976 millimetres (78 in) wide the Testarossa was half a foot wider than the Boxer and immediately condemned for being too wide, though these days it does not appear anything like as wide as it did when new. This resulted in an increased wheelbase that stretched about 64 mm (2.5 in) to 2,550 mm (100 in) which was used to accommodate luggage in a carpeted storage space under the front forward-opening lid. The increase in length created extra storage space behind the seats in the cabin. Headroom was also increased with a roofline half an inch taller than the Boxer. The design came from Pininfarina with a team of designers led by design chief Leonardo Fioravanti, the designer of many contemporary Ferraris. The design was originated by Nicosia, but the guidance of Fioravanti was equally important. Being a trained aerodynamicist, Fioravanti applied his know-how to set the aerodynamics layout of the car. This meant the large side intakes were not only a statement of style but actually functional – they drew clean air to cool the side radiators and then went upward and left the car through the ventilation holes located at the engine lid and the tail. As a result, the Testarossa did not need a rear spoiler like Lamborghini’s Countach yet produced zero lift at its rear axle. The aerodynamic drag coefficient of 0.36 was also significantly better than the Lamborghini’s 0.42. Pininfarina’s body was a departure from the curvaceous boxer—one which caused some controversy. The side strakes sometimes referred to as “cheese graters” or “egg slicers,” that spanned from the doors to the rear wings were needed for rules in several countries outlawing large openings on cars. The Testarossa had twin radiators in the back with the engine instead of a single radiator up-front.  In conjunction the strakes provided cool air to the rear-mounted side radiators, thus keeping the engine from overheating. The strakes also made the Testarossa wider at the rear than in the front, thus increasing stability and handling. One last unique addition to the new design was a single high mounted rear view mirror on the driver’s side. On US based cars, the mirror was lowered to a more normal placement in 1987 and quickly joined by a passenger side rear view mirror for the driver to be able to make safe easy lane changes. Like its predecessor, the Testarossa used double wishbone front and rear suspension systems. Ferrari improved traction by adding 10-inch-wide alloy rear wheels. The Testarossa drivetrain was also an evolution of the BB 512i. Its engine used near identical displacement and compression ratio, but unlike the BB 512i had four-valve cylinder heads that were finished in red. The capacity was 4,943 cc, in a flat-12 engine mid mounted. Each cylinder had four valves,  lubricated via a dry sump system, and a compression ratio of 9.20:1. These combined to provide a maximum torque of 490 Nm (361 lb/ft) at 4500 rpm and a maximum power of 390 hp at 6300 rpm. That was enough to allow the Testarossa to accelerate from 0–60 mph in 5.2 seconds and on to 100 mph. The original Testarossa was re-engineered for 1992 and released as the 512 TR, at the Los Angeles Auto Show, effectively as a completely new car, with an improved weight distribution of 41% front: 59% rear. The F512 M was introduced at the 1994 Paris Auto Show, with the M standing for “modificata”.  That car is easy to spot as it lost the pop-up headlights and gained awkward glazed in units.

Launched in 1987, the F40 was the successor to the 288 GTO. It was designed to celebrate Ferrari’s 40th anniversary and was the last Ferrari automobile personally approved by Enzo Ferrari. At the time it was Ferrari’s fastest, most powerful, and most expensive car for sale. As soon as the 288 GTO was launched, Ferrari started the development of an evolution model, intended to compete against the Porsche 959 in FIA Group B. However, when the FIA brought an end to the Group B category for the 1986 season, Enzo Ferrari was left with five 288 GTO Evoluzione development cars, and no series in which to campaign them. Enzo’s desire to leave a legacy in his final supercar allowed the Evoluzione program to be further developed to produce a car exclusively for road use. In response to the quite simple, but very expensive car with relatively little out of the ordinary being called a “cynical money-making exercise” aimed at speculators, a figure from the Ferrari marketing department was quoted as saying “We wanted it to be very fast, sporting in the extreme and Spartan,” “Customers had been saying our cars were becoming too plush and comfortable.” “The F40 is for the most enthusiastic of our owners who want nothing but sheer performance. It isn’t a laboratory for the future, as the 959 is. It is not Star Wars. And it wasn’t created because Porsche built the 959. It would have happened anyway.” Power came from an enlarged, 2936 cc version of the GTO’s twin IHI turbocharged V8 developing 478 bhp. The F40 did without a catalytic converter until 1990 when US regulations made them a requirement for emissions control reasons. The flanking exhaust pipes guide exhaust gases from each bank of cylinders while the central pipe guides gases released from the wastegate of the turbochargers. Engines with catalytic converters bear F120D code. The suspension was similar to the GTO’s double wishbone setup, though many parts were upgraded and settings were changed; the unusually low ground clearance prompted Ferrari to include the ability to raise the vehicle’s ground clearance when necessary. The body was an entirely new design by Pininfarina featuring panels made of Kevlar, carbon fibre, and aluminium for strength and low weight, and intense aerodynamic testing was employed. Weight was further minimised through the use of a plastic windscreen and windows. The cars did have air conditioning, but had no sound system, door handles, glove box, leather trim, carpets, or door panels. The first 50 cars produced had sliding Lexan windows, while later cars were fitted with wind down windows. The F40 was designed with aerodynamics in mind. For speed the car relied more on its shape than its power. Frontal area was reduced, and airflow greatly smoothed, but stability rather than terminal velocity was a primary concern. So too was cooling as the forced induction engine generated a great deal of heat. In consequence, the car was somewhat like an open-wheel racing car with a body. It had a partial undertray to smooth airflow beneath the radiator, front section, and the cabin, and a second one with diffusers behind the motor, but the engine bay was not sealed. Nonetheless, the F40 had an impressively low Cd of 0.34 with lift controlled by its spoilers and wing. The factory never intended to race the F40, but the car saw competition as early as 1989 when it debuted in the Laguna Seca Raceway round of the IMSA, appearing in the GTO category, with a LM evolution model driven by Jean Alesi, finishing third to the two faster space-framed four wheel drive Audi 90 and beating a host of other factory backed spaceframe specials that dominated the races. Despite lack of factory backing, the car would soon have another successful season there under a host of guest drivers such as Jean-Pierre Jabouille, Jacques Laffite and Hurley Haywood taking a total of three second places and one third. It would later be a popular choice by privateers to compete in numerous domestic GT series. Although the original plan was to build just 400 cars, such was the demand that in the end, 1311 were built over a 4 year period.

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

Effectively a mid-life update to the 360 Modena, the F430 debuted at the 2004 Paris Motor Show. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from the 360 Modena, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great deal of Ferrari heritage was included in the exterior design. At the rear, the Enzo’s tail lights and interior vents were added. The car’s name was etched into the Testarossa-styled driver’s side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 “sharknose” Formula One car and 250 TR61 Le Mans cars of Phil Hill. Designed with soft-top-convertible. The F430 featured a 4.3 litre V8 petrol engine of the “Ferrari-Maserati” F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8’s were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new unit. The engine’s output was 490 hp at 8500 rpm and 343 lb/ft of torque at 5250 rpm, 80% of which was available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg and engine dimensions were decreased, for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were copied directly from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph and could accelerate from 0 to 100 km/h in 3.9 seconds, 0.6 seconds quicker than the old model. The brakes on the F430 were designed in close cooperation with Brembo (who did the calipers and discs) and Bosch (who did the electronics package),resulting in a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. The F430 was also available with the optional Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake package. Ferrari claims the carbon ceramic brakes will not fade even after 300-360 laps at their test track. The F430 featured the E-Diff, a computer-controlled limited slip active differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration. Other notable features include the first application of Ferrari’s manettino steering wheel-mounted control knob. Drivers can select from five different settings which modify the vehicle’s ESC system, “Skyhook” electronic suspension, transmission behaviour, throttle response, and E-Diff. The feature is similar to Land Rover’s “Terrain Response” system. The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tyres, which have a V-shaped tread design, run-flat capability, and OneTRED technology. The F430 Spider, Ferrari’s 21st road going convertible, made its world premiere at the 2005 Geneva Motor Show. The car was designed by Pininfarina with aerodynamic simulation programs also used for Formula 1 cars. The roof panel automatically folds away inside a space above the engine bay. The conversion from a closed top to an open-air convertible is a two-stage folding-action. The interior of the Spider is identical to that of the coupé. Serving as the successor to the Challenge Stradale, the 430 Scuderia was unveiled by Michael Schumacher at the 2007 Frankfurt Auto Show. Aimed to compete with cars like the Porsche RS-models and the Lamborghini Gallardo Superleggera it was lighter by 100 kg/220 lb and more powerful (510 PS) than the standard F430. Increased power came from a revised intake, exhaust, and an ion-sensing knock-detection system that allows for a higher compression ratio. Thus the weight-to-power ratio was reduced from 2.96 kg/hp to 2.5 kg/hp. In addition to the weight saving measures, the Scuderia semi-automatic transmission gained improved “Superfast”, known as “Superfast2”, software for faster 60 millisecond shift-times. A new traction control system combined the F1-Trac traction and stability control with the E-Diff electronic differential. The Ferrari 430 Scuderia accelerates from 0-100 km/h in 3.6 seconds, with a top speed of 202 miles per hour. Ferrari claimed that around their test track, Fiorano Circuit, it matched the Ferrari Enzo, and the Ferrari F430’s successor, the Ferrari 458. To commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship in 2008, Ferrari unveiled the Scuderia Spider 16M at World Finals in Mugello. It is effectively a convertible version of the 430 Scuderia. The engine produces 510 PS at 8500 rpm. The car has a dry weight of 1,340 kg, making it 80 kg lighter than the F430 Spider, at a curb weight of 1,440 kg (3,175 lb). The chassis was stiffened to cope with the extra performance available and the car featured many carbon fibre parts as standard. Specially lightened front and rear bumpers (compared to the 430 Scuderia) were a further sign of the efforts Ferrari was putting into this convertible track car for the road. Unique 5-spoke forged wheels were produced for the 16M’s launch and helped to considerably reduce unsprung weight with larger front brakes and callipers added for extra stopping power (also featured on 430 Scuderia). It accelerates from 0-100 km/h in 3.7 seconds, with a top speed of 315 km/h (196 mph). 499 vehicles were released beginning early 2009 and all were pre-sold to select clients.

This is a Ferrari 550 Prodrive. Although not intended for motorsport, some privateer teams took it upon themselves to develop the 550 for use in various series. The first racing 550, known as 550 GT, was built for French team Red Racing to comply with international sporting regulations. The project was developed by Michel Enjolras and assembled in the Italtecnica workshop.[25] The car was first tested in April 1999 and was used in the GT3 class of the French FFSA GT Championship. In 2001 the car was then sold to XL Racing who continued the development and built a second car, known as 550 XL entering the FFSA GT and the American Le Mans Series. The older 550 GT also made an appearance at the 2003 24 Hours of Le Mans in the ACO GT class but failed to finish due to technical problems. In 2000, with financial support from some investors led by Stéphane Ratel, Italtecnica created another 550 race car meeting the more powerful GT regulations in the FIA GT Championship, the car being named 550 Millennio. The first car debuted in the 2000 FIA GT Championship, entered by First Racing. The 2001 Championship saw two cars fielded by Team Rafanelli. The 550 Millennio was also developed to meet ACO LM-GTS regulations allowing Rafanelli to enter a single car in the 2002 American Le Mans Series season. In November 2000, German entrepreneur and engineer Franz Wieth launched another racing version of the 550, developed by Baumgartner Sportwagen Technik, and named 550 GTS. Two cars were built, with Wieth Racing entering one in the 2001 FIA GT Championship, then again in 2003, 2004 and 2005. In 2006 the Wieth’s Ferrari scored two wins in the Euro GT Series.  Commissioned by Frédéric Dor’s company Care Racing Development, in 2001 Prodrive built a racing version of the 550 for various sports car series and especially the 24 Hours of Le Mans. Initially known as 550 GTO and then renamed 550 GTS (but not related to Wieth’s project), a total of ten cars would be built over the next four years and campaigned by the Prodrive team as well as privateer customers. The cars were entirely built by Prodrive without any support from the Ferrari factory. The factory Prodrive team would win two races in the 2001 FIA GT Championship debut. For 2002 the BMS Scuderia Italia team would take over in FIA GT, recording four wins, while the Prodrive squad would take a single win in the American Le Mans Series. 2003 would be the best year for the cars, as Prodrive won the GTS class at the 24 Hours of Le Mans and took second in the GTS class championship in the American Le Mans Series with four wins, while BMS Scuderia Italia gained the FIA GT championship winning eight races. The Italian team would again take the FIA GT Championship crown in 2004, while Larbre Compétition won the GT1 class championship in the new Le Mans Series. BMS Scuderia Italia moved then to the Le Mans Series as well taking that championship for 2005. In the meantime Prodrive switched to their next project, the Aston Martin DBR9, leaving the maintenance of the 550 GTS cars to Care Racing Development. Hitotsuyama Racing entered a car in the 2004 JGTC and 2005 Super GT seasons, then switched to the Japan Le Mans Challenge winning the GT1-class title in both 2006 and 2007 editions. In 2008 Argentinian Automóvil Club Argentina Team entered 2 Prodrive 550’s, one of them scoring and achieving the fifth place in the Potrero de los Funes round. The last race of the 550 GTS was the 2009 FIA GT Paul Ricard 2 Hours where a car entered by French team Solution F achieved the seventh place. In late 2003, Australian Nations Cup Championship team Mark Coffey Racing purchased a 550 GT from Team Rafanelli to run in the 2004 Australian Nations Cup Championship. The appearance of the V12 Ferrari in Australia was eagerly awaited by fans of the category and the car was to be driven by popular young Danish driver Allan Simonsen who prior to the championship had raced the car alongside David Brabham to win the Bahrain GT Festival. In what was a limited campaign (the car only raced at 4 of the 7 rounds), Simonsen finished 7th in the championship against cars such as the championship winning Lamborghini Diablo GTR, Chrysler Viper ACR, Porsche 911 GT2 and the controversial 7.0 litre Holden Monaros. Simonsen broke the class lap record and scored a race win in the first round of the season at the Adelaide Street Circuit. Following the success of the Prodrive’s 550 GTS, Ferrari would develop the 575 GTC racecar based on the 575M, offering it as a customer car for privateers.

In 2003, Ferrari announced the sale of several 575M-based racing cars, known as the 575 GTC (not to be confused with the 575M GTC Handling Package). Following the success of Prodrive built 550 based racing cars, Ferrari wished to offer their own racing car to customers. Introduced at the 2003 Frankfurt Motor Show, the 575 GTC was a modified 575M specially developed for the FIA GT Championship in collaboration with N Technology. Changes to the car included additional cooling vents on the front in order to cool the larger 6.0-liter V12 engine, an integrated roll-cage, a wider rear track, carbon-fiber body panels, a large fixed rear wing with a Gurney flap, a front splitter, and rear diffuser, a 6-speed Xtrac sequential manual transmission and the use of carbon-fiber racing seats and Lexan windows. The modifications allowed the car to achieve the dry weight of 1,148 kg (2,530 lb). The GTC shared the same tubular steel structure as the 575M. The modified engine was shared with the 550 GTS and generated a power output of 608 PS (600 hp) at 6,000 rpm and 730 Nm (538 lb/ft) of torque at 5,200 rpm. The increase in power was achieved by installing new camshafts and using a Magneti Marelli fuel injection system in place of the Bosch Motronic unit. A top speed of 335 km/h (208 mph) was possible albeit modifications in the aerodynamic components. Used primarily in the FIA GT Championship, the 575 GTC managed to take a single win in its first season, the Estoril 2003 race, followed by another lone win in 2004. Unfortunately the 575 GTC was not as capable as the Prodrive-built 550 GTS, and would fall from use by the end of 2005. The 575 GTC was used as a testbed in the development of the Ferrari XX program.

A variant of the 575 was the 575M SuperAmerica, created to satisfy demand for open-topped V12 motoring and with a rather better roof arrangement than had been on the 550 Barchetta. The 575M Superamerica featured an electrochromic glass panel roof which rotated 180° (both of these attributes being production car firsts) at the rear to lie flat over the boot. The patented Revocromico roof incorporates a carbon fibre structure that is hinged on the single axis with a luggage compartment lid, allowing the access to the latter even with an open roof. With the roof open the rear window, apart for holding the third stop light, also acts as a wind deflector. This roof design was previously used on the 2001-designed Vola by Leonardo Fioravanti. The Superamerica used the higher-output tune of the V-12 engine, F133 G, rated at 533 hp and Ferrari marketed it as the world’s fastest convertible, with a top speed of 199 mph. The GTC handling package was optional. A total of 559 Superamericas were built; this number followed Enzo Ferrari’s philosophy that there should always be one fewer car available than what the market demanded.

The Ferrari 575 GTZ is a one-off special 575M built by Zagato for Japanese Ferrari collector, Yoshiyuki Hayashi and announced at the 2006 Geneva Motor Show. Designed to recall the 250GTZ and commemorate the 50th anniversary of the 250 range, the GTZ was officially endorsed by Ferrari and includes Zagato’s trademark double-bubble roofline and two-tone paint. On October 28, 2009, Zagato and Ferrari revealed that they have been working on a drophead version called the 550 GTZ to celebrate the 90th anniversary of the long collaboration between the two Italian establishments. The roadster GTZ is limited to five units and based on the 550 Barchetta Pininfarina. All five have been sold at the stratospheric price of £1 million (€1.1 million/ US$1.6 million) each.

Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later,

The F12 TdF was unveiled in October 2015, as a faster, lighter and more powerful special edition of the regular F12 Berlinetta. The accompanying press releases informed us that the the car was created in homage to the legendary Tour de France road races, which it dominated in the 1950s and 1960s with the likes of the 1956 250 GT Berlinetta. However, the full Tour de France name cannot be used, as this is registered to the famous annual cycle race held in France, and even the might of Ferrari’s often belligerent and bullying legal department clearly had not managed to get past that obstacle. The F12 TdF,  described by its maker as “the ultimate expression of the concept of an extreme road car that is equally at home on the track”, keeps the same 6.3-litre naturally aspirated V12 engine as the regular F12 Berlinetta, but power has been boosted from 730bhp to 770bhp at 8500rpm, while torque has increased from 509lb ft to 520lb ft at 6750rpm. Ferrari says 80% of the car’s torque is available from 2500rpm. By comparison, McLaren’s 675LT features a 3.8-litre twin-turbocharged V8 engine and produces 660bhp and 516lb ft – enough to give it a 0-62mph sprint time of 2.9 seconds. The older Ferrari 458 Speciale, meanwhile, made 597bhp from its 4.5-litre naturally aspirated V8. The car  is capable of reaching 62mph in 2.9sec and has a top speed of more than 211mph. Official fuel consumption is rated at 18.3mpg, with CO2 emissions of 360g/km. Ferrari says it has has used various modifications derived from its F1 cars to boost the engine’s efficiency. The F12 TdF uses a new version of the firm’s dual-clutch automatic transmission, which features shorter gear ratios. New one-piece brake calipers – the same as those used on the LaFerrari supercar – are said to provide “outstanding” stopping distances, allowing the F12 TdF to brake from 62-0mph in 30.5 metres. Ferrari says the car’s performance is “second to none”, but that it has also been conceived to be “an extremely agile and powerful car which could also be driven by less expert drivers”. The F12 TdF  has lapped Ferrari’s Fiorano test track in 1min 21sec. The regular F12 Berlinetta completed the lap in 1min 23sec – the same as the new 488. The LaFerrari currently holds the fastest time on the course, with a time of 1min 19.70sec. Among the other changes made to the F12 TdF are larger front tyres, allowing greater lateral acceleration through corners. Ferrari says the car’s “natural tendency” to oversteer has been compensated for by the use of a new rear-wheel steering system. Dubbed Virtual Short Wheelbase, the system – which automatically adjusts the rear wheels for the optimum steering angle – is said to increase stability at high speeds while guaranteeing “the steering wheel response times and turn-in of a competition car”. The F12 TdF’s aggressive bodywork includes a longer and higher rear spoiler, larger air vents to channel air flow along the sides of the car, a redesigned rear diffuser and new wheel arch louvres. It sits on 20in alloy wheels. Overall, the changes combine to give the F12 TdF 30% more downforce compared to the F12. Ferrari says the redesigned bodywork has almost doubled the aerodynamic efficiency of the car compared to the standard F12, while the use of lightweight carbonfibre inside and out has reduced the F12 TdFf’s kerb weight by 110kg over the standard car, which weighs 1630kg. The cabin is deliberately stripped out. The door panels feature carbonfibre trim, while knee padding replaces the traditional glovebox. The majority of the cabin is trimmed with Alcantara instead of real leather. Aluminium plates feature on the floor instead of mats, again hinting at the car’s track-focused nature. Just 799 examples were built, around 20 of which came to the UK, with an  asking price of  £339,000, around £100,000 more than the regular F12 Berlinetta.

The F8 Tributo was a surprise newcomer at the 2019 Geneva Show, and the successor to the 488 GTB and the most powerful mid-engined V8 berlinetta in the history of the brand. The new Ferrari F8 Tributo is powered by the company’s twin-turbo 3.9-litre V8 engine, here tuned to produce 710 bhp and 568lb/ft (770Nm) of peak torque. The numbers are the exact same with the special 488 Pista. Ferrari claims that the new F8 Tributo is capable of a 0-62mph (100km/h) in 2.9 seconds, with 0-124mph (200km/h) in 7.8 seconds before hitting a top speed of 211mph (340km/h). It’s not a secret that the new F8 Tributo is the latest evolution of the aluminium 458 platform, with Ferrari saying that their latest mid-engine berlinetta is “a bridge to a new design language”. The new supercar blends in new design elements with aero features such as an S-Duct at the front, which on its own increases downforce by 15 percent compared to a standard 488 GTB. The rear end of Ferrari’s McLaren 720S rival marks the return of the classic Ferrari twin light clusters, while the engine cover is now made out of Lexan and features louvres to extract hot air and remind us of the iconic F40. The chassis of the new F8 Tributo employs Ferrari’s latest version of the Side Slip Angle Control traction management system, which aims to make sliding the car around manageable even for the less experienced drivers. The changes over the 488 GTB are less prominent once you look inside the cabin; the layout of the redesigned dashboard remains the same as before, only now there are completely new door panels and a centre console, as well as a new steering wheel design. The passenger gets a 7-inch touchscreen display. First deliveries of the new Ferrari F8 Tributo started earlier in 2020 and production ceased in 2022.

There were examples of both the Ferrari SP1 Monza and Ferrari SP2 Monza here. First seen at the 2018 Paris Show, and inspired by the barchettas of the 1950s, such as the 750 Monza and 860 Monza, the Monza SP1 and SP2 adopt a single- and two-seater configuration, respectively. Both are equipped with Ferrari’s most powerful naturally-aspirated V12 ever made, the 812 Superfast’s 6.5-litre unit. In the SP cars, the 12-cylinder engine makes 810 PS (799 hp) at 8,500 rpm and 719 Nm (530 lb-ft) of torque at 7,000 rpm — 10 PS and 1 Nm more than in the donor car. The Monza SP1 and SP2 make extensive use of carbon fibre, and that contributes to their dry weights of 1,500 kg (3,307 lbs) and 1,520 kg (3,351 lbs), respectively. None of them has a physical windscreen, but Ferrari says owners need not worry about that. The tiny “Virtual Wind Shield” integrated into the fairing ahead of the instrument panel is apparently enough to deflect airflow over the driver’s head. In the SP2, there’s a tiny motorcycle-style physical windshield in front of the passenger seat. Despite the aerodynamic challenges a car with no windshield or roof pose, the Monza SP1 and SP2 are as quick as the 812 Superfast. 0-100 km/h (0-62 mph) takes 2.9 seconds and 0-200 km/h (0-124 mph) is dispatched in 7.9 seconds. However, the two barchettas lose a little when it comes to top speed, which is rated at over 300 km/h (186 mph).

The Ferrari 333 SP is a sports prototype race car designed by Ferrari that was built by Italian race car manufacturer Dallara and later Michelotto to compete in the World Sports Car championship for Ferrari. Unveiled at the end of 1993, at the behest of amateur racer Giampiero Moretti (owner of the MOMO auto parts business), the 333 SP marked Ferrari’s official return to sports car racing after a 20-year absence. The car was built to compete in the IMSA’s new WSC class, which replaced the previous GTP cars. A total of 40 chassis were built, the first 4 by Ferrari, then 11 by Dallara and the remaining 26 by Michelotto. It is believed that 27 chassis were raced, between 1994 and 2003. While the 333 SP was in its planning stages, Ferrari contracted Italian motor racing manufacturer Dallara to assist with its development. Dallara provided the transmission and suspension, and were also responsible for aerodynamic development and bodywork construction. The gearbox used Hewland mechanical parts, housed within a custom-built Dallara casing. Ferrari developed the chassis tub and engine in-house. British race car engineering consultant Tony Southgate joined the project in early 1994 and went on to help design and run the cars until the end of 1995. The engine was a modified version of the 65-degree V12 engine used in the 1990 Ferrari 641 Formula One car, enlarged from 3.5 L to 4.0 L and producing 641 hp @ 11,000 rpm; though still down on power from the original engine by about 40–70 hp. Southgate later described it as “one of the most reliable race engines I have ever worked with.” The car debuted in the third round of the 1994 IMSA GT Championship at Road Atlanta, securing the first two places. Four cars were allocated to three teams, Euromotorsport (chassis 002 built by Ferrari and chassis 005 built by Dallara), Momo Corse (chassis 004, Ferrari), and Team Scandia (chassis 003, Ferrari). In the following round, at Lime Rock, the Italian cars monopolized the podium, and would take three more wins until the end of the season. However, due to Ferrari starting the season late, they were beaten by Oldsmobile to the makes’ championship (Kudzu chassis), and Andy Evans was the best placed Ferrari driver at fifth in the drivers’ championship. In 1995, the 333 SP took its revenge. Although proving unreliable at the 24 Hours of Daytona, it took top honors at the 12 Hours of Sebring before securing another four wins. With the four cars taking more consistent results, Ferrari won the makes championship and Fermín Velez won the drivers title, with Mauro Baldi and Wayne Taylor taking third and fourth, respectively. The car also made its debut at the 24 Hours of Le Mans, but was never competitive in the French race, its best result a 6th spot in 1997. The following year the car was still competitive and tied with Oldsmobile in the constructors championship but lost on a tie-breaker, as well as allowing ex-F1 driver Max Papis to score a final second place and Didier Theys a fourth in the drivers championship, even though the 333 SP won only two races. In 1997, the Ferrari won again at Sebring and took another four wins. However, the car was losing its competitiveness against the more modern Riley & Scott, and taking 4th, 5th and 6th in the drivers championship and second in the makes was the best it could with a four-year-old design. In 1998, the car was slightly updated, and found new life in the International Sports Racing Series (later called FIA Sportscar Championship), winning every race and scoring the championship’s two top spots with the winners Emmanuel Collard and Vincenzo Sospiri and runners-up Didier Theys and Fredy Lienhard. In America, the car won three rounds in the IMSA Championship (including Sebring) and took Wayne Taylor to second in the final standings while Ferrari won the makes championship. In the rival USRRC Can-Am championship, the 333 SP finally managed to take the Daytona 24 Hours crown. Starting from 1999, the car found its niche in the European races, as the newly introduced American Le Mans Series saw factory-backed Audi and BMW entries dominating against privateer Ferraris. The cars were consistently outclassed in the ALMS races, and in 2000 Doran Racing even fit a Judd engine in an attempt to stay competitive. However, across the Atlantic, the 333 SP was the car to own, and in 1999, Collard and Sospiri renewed their ISRS title, edging out Christian Pescatori, who won the following year, with David Terrien, making it three championships in a row for the JMB Racing-entered Ferrari. As the 333 SP became outdated in chassis, engine and aerodynamics, it gradually disappeared from international sports car racing. In 2001, no Ferrari prototype raced in the ALMS, although the Risi Competizione car made a few appearances in Grand-Am and Doran Racing’s Judd-powered chassis won the 2001 6 Hours of Watkins Glen, while in Europe, Marco Zadra won the 2001 FIA Sportscar Championship but the car was not as dominant as it had once been. In 2002, the 333 SP was absent from the championship, but made a few appearances the following year, powered by a Judd engine, at the hands of Giovanni Lavaggi’s GLV-Brums team. The 333 SP’s final appearance was at the 2003 500km of Monza.

The Ferrari 499P is a sports prototype built by Scuderia Ferrari to compete in the FIA World Endurance Championship in the Le Mans Hypercar category since 2023. The introduction of the 499P marks 50 years since Ferrari last fielded a factory-backed sports prototype that contested for the overall win at the 24 Hours of Le Mans, and one of the 499Ps raced with the number 50 as a tribute. The car was unveiled in October 2022 at the Ferrari Finali Mondiali, Ferrari’s annual finale for their one-make series, Ferrari Challenge. The car made its competitive debut at the season-opening round of the 2023 FIA World Endurance Championship, the 2023 1000 Miles of Sebring. On its first outing at the 2023 24 Hours of Le Mans, the 499P driven by Antonio Giovinazzi, Alessandro Pier Guidi, and James Calado won the race. It was Ferrari’s first overall victory at Le Mans since the 1965 24 Hours of Le Mans, ending the streak of five victories by Toyota Gazoo Racing. At the 2024 24 Hours of Le Mans, Ferrari achieved its eleventh victory, second consecutive at Le Mans, with the No. 50 499P driven by Antonio Fuoco, Miguel Molina and Nicklas Nielsen, while the No. 51 499P driven by Alessandro Pier Guidi, James Calado, and Antonio Giovinazzi, winner of the previous edition, came in third place. The 499P was designed under the Le Mans Hypercar regulations, therefore it does not feature the standardised parts such as the ones found in cars designed to the Le Mans Daytona h regulations, which the 499P races against. The aerodynamics of the 499P were developed in conjunction with Ferrari’s Styling Centre, headed by Flavio Manzoni, under Ferdinando Cannizzo, head of Ferrari’s sports car engineering department. The car’s 2,992 cc twin-turbocharged V6 engine architecture is shared with the Ferrari 296 and its Group GT3 counterpart, the 296 GT3. However, instead of being mounted to the subframe as in the road-going vehicle, the engine is a fully stressed member in the 499P, and has had various modifications to accommodate its new role as a stress-bearing member. The 499P has semi-permanent all-wheel drive, with an electric motor situated at the front axle, providing 200 kW (272 PS; 268 hp) above 190 km/h (118 mph) (as stipulated by the regulations), and is connected to a bespoke 900 V battery pack, with the ability to be recharged by Ferrari’s own Energy Recovery System (ERS). The 499P Modificata was unveiled during the 2023 Ferrari Finali Mondiali. It is a non-competitive, unrestricted, track-only version of the 499P, made to celebrate Ferrari’s victory at Le Mans that year. On 18 March 2024, the first event of the Sport Prototipi Clienti program took place at the Mugello Circuit in which the 499P Modificata took part. The winning #51 crew of Antonio Giovinazzi, Alessandro Pier Guidi, and James Calado on the podium at the 2023 24 Hours of Le Mans. The driver lineups for both cars consisted of drivers from AF Corse’s programmes, the Ferrari Driver Academy junior team, and a reserve from Scuderia Ferrari. Antonio Fuoco, Miguel Molina, and Nicklas Nielsen formed the #50 crew, and James Calado, Antonio Giovinazzi, and Alessandro Pier Guidi completed the #51 crew. The 499P was immediately competitive in its first race, with Antonio Fuoco behind the wheel of the #50 car scoring pole position ahead of both GR010 Hybrid entries from defending champions Toyota. Mistakes in the race caused the #50 to fall from the lead however it would manage to take home a podium in 3rd two laps down on the leading Toyotas, whereas the #51 finished 11 laps down. Its first major race victory came at the 2023 24 Hours of Le Mans, winning with Calado, Giovinazzi, and Pier Guidi, marking Ferrari’s first win at Le Mans since 1965. The 499P would podium in every race except at Fuji, resulting in Ferrari finishing second in the Manufacturers’ Championship.

The Ferrari F1/87 is a Formula One racing car used by the Ferrari team during the 1987 Formula One season. The car was driven by Michele Alboreto (number 27) and Gerhard Berger (number 28) and replaced the Ferrari F1/86 used in 1986. The F1/87/88C was the last Ferrari Formula One car with a turbocharged engine until the F14 T in 2014. Former ATS and RAM designer, Austrian Gustav Brunner, designed the all new Ferrari F1/87 with assistance from the team’s new Technical Director, John Barnard, who had joined Ferrari after six highly successful years at McLaren where he was responsible for the McLaren MP4/2 and the turbocharged TAG-Porsche engine which had won the 1984, 1985 and 1986 Drivers’ Championships and the 1984 and 1985 Constructors Championships. Barnard later stated that had he been in charge of designing the car from the start (design had started in 1986 while he was still at McLaren), that he would have come up with a different looking car. However, as he arrived after Brunner had already started design and construction Barnard could not change the design without considerable expense and loss of time. The F1/87 was an all-new car and was much sleeker looking than its predecessor, the Harvey Postlethwaite designed F1/86, despite no reduction in fuel tank size for 1987. It featured a six-speed gearbox and an all-new 90° 1.5 litre turbocharged V6 engine called the Tipo 033 which replaced the old 120° V6 Tipo 032 which had been in use since 1981. Power for the new engine, which had to be fitted (as were all turbo engines) with the FIA’s controversial pop-off valves which restricted turbo boost to 4.0 Bar, was rated at approximately 950 bhp (708 kW; 963 PS) for qualifying and 880 bhp for races. The car was somewhat quick and competitive at the start of the season but suffered from persistent understeer, but by the time Germany came around a newly designed rear wing had been fitted and the car became even more competitive; it was almost as quick as the Williams-Honda but not as reliable; Gerhard Berger was qualifying inside the top 3 on every race in the season from the next race in Hungary afterwards. Berger scored two victories in the F1/87, the Japanese and Australian Grand Prix, as well as taking three pole positions. The car demonstrated flashes of its potential early in the season with Alboreto for a short time leading the San Marino Grand Prix. However, reliability issues were a major concern. From the Hungarian Grand Prix onwards, Ferrari looked to have a car that was as quick as any of their rivals. Berger challenged Mansell for the lead at the Hungarian Grand Prix before being forced to retire. The Austrian also nearly won the Portuguese Grand Prix before spinning and handing McLaren’s Alain Prost his record 28th Grand Prix win (where Berger admitted it was a result of worrying too much about Prost who consequently stated that he believed that Alboreto would not have made the same mistake), and the Mexican Grand Prix which he was leading before reliability issues forced him out once again. The season finished on a high with dominating victories for Berger in the final two rounds and Alboreto made it a Ferrari 1-2 in Adelaide after Ayrton Senna’s Lotus-Honda was disqualified for oversized brake ducts. Berger’s wins also gave Ferrari its first back to back wins since the late Gilles Villeneuve had won the Monaco and Spanish Grands Prix (Rounds 6 and 7) in 1981. As a result, Ferrari went into 1988 as one of the favourites for the championship. For 1988, the car was updated to conform to the new regulations and renamed the F1/87/88C. The car also featured new front and rear wings and a slightly lower engine cover due to the reduction in the fuel tank limit from 195 to 150 litres. The drivers Gerhard Berger and Michele Alboreto finished third and fifth in the driver’s championship with Ferrari finishing second to McLaren in the Constructors Championship. The F1/87/88C scored one pole position at the British Grand Prix at Silverstone and one victory at the Italian Grand Prix in Monza. Although it was one of the most powerful cars of the 1988 field at around 650–720 bhp at 12,000 rpm, the F1/87/88C’s biggest problem was fuel consumption compared to the rival Honda engines used by McLaren. Unlike Honda who had built a completely new V6 engine to cope with both the reduced fuel limit of 150 litres and the lower turbo limit of 2.5 bar, Ferrari had only updated 1987’s Tipo 033 V6 engine (dubbed Tipo 033A in 1988). This was clearly shown at the British GP. Pole sitter Berger led for the field together with McLaren’s Ayrton Senna, building up a large cushion over the rest of the field before being forced to back off to conserve fuel (when Senna passed him on lap 14, Berger’s fuel readout already showed him he would run out at least 5 laps before race end). While Senna went on to a comfortable win in very wet conditions Berger was forced to drive slower and slower, as evidenced when easily passed by the Benetton Ford V8 of Alessandro Nannini on the Hanger Straight. On the straight during qualifying, Berger had been timed at 195 mph (314 km/h), almost 10 mph (16 km/h) faster than the Benetton. Despite dropping turbo boost to its lowest possible setting, cutting back on engine revs and short shifting, Berger still ran out of fuel coming out of the Woodcote Chicane on the last lap. As a result, he fell from 6th to 9th, being passed by the Arrows-Megatron’s of Derek Warwick and Eddie Cheever and the Williams-Judd of Riccardo Patrese in the space of about 400 metres. Alboreto, who had not been running at Berger’s pace, had already run out of fuel 3 laps from the finish. Both Berger and Alboreto being forced to back off because of fuel consumption problems were a feature of the team’s 1988 season, although the problem seemed to have been righted to some extent before the team’s surprise 1-2 at Monza. Early in the season, the team’s Technical Director John Barnard had recommended to the team’s engineers that to improve fuel consumption they reduce the Tipo 033A’s rpm’s by 1,000 and re-map the engine to compensate for the loss in power. However, since the beginning of his time with Ferrari, Barnard’s relationship with the team was strained as he did not work out of the factory in Maranello as was traditional, but instead worked at the Ferrari Technical Office he had set up in Guildford in England. Barnard did this not wanting to move his young family out of England to a very different social environment in Italy, and so as to be able to work away from the distractions of the factory (and reportedly to be away from the Italian press who were notoriously quick to condemn failures, of which there were many in the early days of his radical 1989 car). After joining the team in 1987 he had also banned wine from the team’s lunch table at both testing and races, a move which proved unpopular with Ferrari’s mostly Italian mechanics. Consequently, his advice on the engine was ignored and the team continued to struggle on fuel consumption (this was despite his past history in developing the TAG-Porsche engine which powered McLaren to 25 wins, 2 Constructors’ titles and 3 Drivers’ titles from 1983-86). It was not until before the German Grand Prix that changes were made to the engines which happened to match Barnard’s original recommendations. Predictably the result of the changes was better fuel economy without power loss, though the Ferrari V6 was still thirstier than the Honda’s. During the 1988 season, Berger’s #28 Ferrari reportedly speed trapped the fastest of all 1988 cars when he was clocked at 328 km/h (204 mph) in practice for the German Grand Prix at the old Hockenheim circuit. This compared to the McLaren-Honda’s recorded top speed of 320 km/h (199 mph) at the same meeting, though this is disputed as the BBC’s Murray Walker stated during the race telecast that the McLarens actually trapped at 333 km/h (207 mph) in qualifying. The fastest recorded ‘atmo’ car was the Judd engined March 881 which recorded 312 km/h (194 mph). Early in the season both Berger and Alboreto had complained about the lack of top end power from their cars (they were backed up by speed trap figures), but a revised plenum chamber introduced for the Canadian Grand Prix improved this and from then the F1/87/88C’s were often among the fastest cars in a straight line, though like their fuel consumption the Tipo 033A could not match the Honda V6 for acceleration. After taking pole at Silverstone, Berger put his achievement into perspective, stating that the ultra-fast circuit suited the Ferrari with its emphasis on outright top end horsepower and not so much on acceleration. He correctly predicted that at Hockenheim the McLarens would be back on top, which proved correct despite the Ferrari’s speed on the straights (in Germany, the circuit’s Stadium section and the three chicanes breaking up the straights was where the Ferrari’s lost some 1.5 seconds per lap to the McLarens). The Tipo 033A engine, while having good top end power, suffered from poor throttle response and a lack of low end power compared to the Honda’s. While using the F1/87 and 88C for the races during the 1987 and 1988 seasons, behind the scenes Ferrari were developing John Barnard’s revolutionary 3.5 litre normally aspirated V12 semi-automatic Ferrari 640 which would make its debut in the 1989 season when turbo powered engines were banned from F1. Initially it was hoped that the V12 car would make its race debut in 1988, but continual problems with the semi-automatic gearbox that would haunt the team during the first half of 1989 (or more specifically, problems with the electrical system that controlled the unique 7 speed box) meant the team was forced to use the F1/87/88C for all of 1988. A modified version of the F1/87/88C was initially used as a test mule for the new V12 engine and semi-automatic gearbox until the Ferrari 639 test car, and later the 640, first appeared for testing late in 1988.

This is one of the 312 T generation of F1 cars, of which more are to come, below, in this report.

This is a Ferrari 712 Can-Am race car. It was a one-off car built for the Canadian-American Challenge Cup (Can-Am) series. It is equipped with a 7-litre V12 engine, making it the largest capacity and one of the most powerful engines Ferrari ever constructed. The car, chassis number 1010, produces around 700 to 750 horsepower. Ex-Formula 1 driver Mario Andretti drove this specific car in the 1969 Can-Am series.

As in previous years, Richard Mille had an very impressive display of historic Ferrari race cars:

The Ferrari 312B is a Formula One racing car designed and built by Scuderia Ferrari. It was the successor to the Ferrari 312 and was used from 1970 until early 1975. The original 312B was developed into the 312B2 and 312B3. The early 1970s saw the return of success to the Scuderia; the unlucky Chris Amon left, while Jacky Ickx returned and was joined by Clay Regazzoni. Under the direction of Mauro Forghieri, Ferrari developed a new Tipo 001 flat-12 engine, colloquially referred to as a “boxer” (although not a real boxer engine), giving a lower center of gravity and a clear airflow beneath the rear wing. During the car’s first season, in 1970, Ickx battled with Lotus’s Jochen Rindt and won three Grands Prix, while the Italian Grand Prix was won by Clay Regazzoni, following the death of Rindt in a practice session preceding the race. In the remaining races, Ickx could not close the points gap to Rindt for the drivers title, and Lotus won the Constructors Championship ahead of Ferrari. The 1971 season started with a win by new signing Mario Andretti. Although being presented in January, the 312 B2 debuted at the third round in Monaco, followed by the Dutch Grand Prix success for Ickx. However the B2 suffered with handling problems: the combination of the innovative rear suspension and the new Firestone tyres gave severe vibrations when driven close to the limit. Forghieri designed and fitted winglets to the front wings of the car for the British Grand Prix that year; however these were not seen again afterwards. Ferrari ultimately came third in the Constructors Championship, as Jackie Stewart and Tyrrell dominated the season. In 1972 Ferrari fielded a revised B2 with a more conventional rear suspension, but could not keep up with the progress of the competition, dropping to fourth at the end of the year. Ickx won the 1972 German Grand Prix at the Nürburgring, but this was to be his last GP win. During the season, Forghieri experimented with a new front bodywork that was very similar to the front bodywork of the Tyrrell 003; it was tested and fitted to the cars for the second race in South Africa that year, however it was not used again afterwards due to it making the cars uncompetitive. Forghieri also designed a radical new car featuring a square bodywork and full width nose on a very short wheelbase. This new 312 B3 was tested by Merzario and Ickx but never raced in a Grand Prix. The Italian press nicknamed it the spazzaneve (snowplow). For 1973, FIAT executives imposed a new technical staff and Forghieri was transferred to the experimental department; his role was taken by Sandro Colombo, a former Gilera and Innocenti engineer. The spazzaneve project was discarded and replaced by a new design, still named 312 B3. A new full monocoque chassis was built by specialist English company TC Prototypes, under John Thompson’s guidance, and the engine became a fully stressed member. In the first races, Ferrari still used the old 312 B2: the car was no longer competitive, and Ickx only managed one fourth place at the opening GP of the season. The new 312 B3 debuted at the Spanish Grand Prix, but proved to be slow and unreliable achieving even worse results. Throughout the 1973 season, Ferrari was outclassed, and they even skipped some Grands Prix, notably the Nürburgring. Ickx left the team halfway through the season in order to contest the 1973 German Grand Prix at the Nürburgring in a McLaren, where he took 3rd place behind the Tyrrells of Stewart and François Cevert, despite being given an older-spec Ford Cosworth V8 and the hardest compound of tyres available. During the summer Forghieri was recalled as technical director and set about revising the B3 incorporating some of the ideas used on his radical spazzaneve. For 1974 Ferrari fielded a heavily revised car, named 312 B3-74, and signed BRM drivers Niki Lauda and Clay Regazzoni. The car was succeeded by the 312T which was introduced for the 1975 Formula One season.

The Ferrari 312T was a Ferrari Formula One car design, based on the 312B3 from 1974. In various versions, it was used from 1975 until 1980. It was designed by Mauro Forghieri for the 1975 season, and was an uncomplicated and clean design that responded well to mechanical upgrades. The 312T series won 27 races, four Constructors’ and three Drivers’ Championships, making it the most successful car design in Formula One history. It was replaced for the 1981 season by the 126 C, Ferrari’s first turbocharged F1 car. It was also Ferrari’s last naturally-aspirated F1 car until the Ferrari 640 in 1989, after the ban on turbocharged engines. The car was powered by the powerful and reliable Tipo 015 flat-12 engine which gave around 510 bhp. Although it had to carry more fuel, oil and water than the Cosworth DFV-powered cars the power-to-weight ratio of the flat-12 was about the same as the DFV. The “3” stood for the car’s engine displacement (3 litres) and “12” was the number of cylinders it had. In order to improve upon the preceding 312B3, Forghieri designed a new chassis for the 312T. The 312T chassis was a semi-monocoque consisting of tubular spaceframe reinforced with riveted aluminium panels. This “traditional” construction was a departure from the full monocoque of the 312B3. The new chassis was slightly heavier than the 312B3 monocoque, but had comparable rigidity and was easier to adjust and repair. It could also accept bodywork with a lower frontal area, reducing drag. The suspension design was substantially revised to work with the new chassis. The same basic chassis design and construction method was used in all 312T-series cars, although later cars received modifications to improve torsional rigidity. Forgheri and Ferrari engineer Walter Salvarani also developed a new gearbox for the 312T. This unit was mounted behind the engine in a transverse orientation, ahead of the rear wheels. This moved the car’s centre of mass forward and lowered the polar moment of inertia. This design had precedent in the March 721X. This gearbox configuration was considered so important to the overall design that the “T” in the 312T name stood for trasversale, Italian for transverse. While all 312T gearboxes used in competition were conventional manual transmissions, Ferrari briefly experimented with a semi-automatic version of the gearbox in 1979. This consisted of a modified version of the manual gearbox actuated by a high-pressure hydraulic system, controlled by buttons mounted on the steering wheel. The system was intended to speed up gear changes and reduce human error. It was tested by Scuderia Ferrari driver Gilles Villeneuve at Fiorano, but was not used in competition as Villeneuve preferred the original manual transmission. Ferrari would revisit the semi-automatic gearbox 10 years later, in the 1989 Ferrari 640 F1 car. The development of the 312T began in 1974, as it became apparent that problems with the handling of the then current 312B3 chassis could not be solved, and a radical re-think was required. As with all Ferrari F1 cars of this era, the design of the new model was led by Mauro Forghieri – the capable Italian engineer designed an all-new chassis and bodywork, and redesigned both the engine and the gearbox. The car was constructed with aluminium panels over a tubular steel spaceframe, as was typical in F1 at the time, but featured a large number of new design features, the most interesting of which was the transverse-mounted gearbox – the T in the car’s name stood for Trasversale. The gearbox design allowed it to be positioned ahead of the rear axle, in order to give a low polar moment of inertia. The suspension was also significantly different from that of the 312B3, and the front of the chassis was much narrower. The handling of the car was found to be inherently neutral, not suffering from the persistent understeer which blighted the 312B3. Niki Lauda tested the car extensively during the off season, ready for a full-on championship challenge. The first 312T was completed in the autumn of 1974, and unveiled to the press in Modena after the end of the 1974 season. However, the team used the old 312B3 at the first two races of the 1975 season, and it was not until the South African Grand Prix the 312T received its race debut. The car’s performance at its debut race was disappointing, with Clay Regazzoni’s car being set up incorrectly, and Niki Lauda’s suffering from a lack of power. A subsequent test of Lauda’s engine proved that there was a technical problem. The 312T was tested alongside the 312B3 at Fiorano, proving conclusively that the newer car was faster, and indeed it went on to win its next race, the non-championship International Trophy race, with Lauda at the wheel. In the world championship, after the slow start to the season in which Brabham, Tyrrell and McLaren put up strong competition, Lauda won 4 out of 5 races mid season before snatching the title at Monza by finishing third, whilst Clay Regazzoni’s win in that race secured Ferrari its first Constructors’ Championship since 1964. Lauda went on to win the US Grand Prix at season’s end, confirming Ferrari’s superiority in 1975. The Formula 1 technical regulations were changed for the 1976 season – from the Spanish Grand Prix in May, the tall air boxes which had become popular would be banned. The rules therefore allowed Ferrari to continue to use the 312T for the opening 3 races of the 1976 season (Lauda won the first two and Regazzoni the third), before the introduction of its successor, a revised version called the 312T2.

In the 1984 season McLaren introduced their extremely successful MP4/2 car, which was far more effective than the 126C4 and dominated the year. The 126C4 won only once in 1984 at the Belgian Grand Prix at Zolder where Villeneuve had been killed in 1982, driven by Italian Michele Alboreto who won his first race for the team. Alboreto also scored the team’s only pole position of the season at Zolder. Ferrari ultimately finished as runner up in the constructors’ championship, some 86 points behind the dominant McLarens and 10 points clear of the Lotus-Renaults. While the 126C4’s engine was powerful at around 850 bhp (634 kW; 862 PS) in qualifying making it virtually the equal of the BMW, Renault and Honda turbo engines (and more power than McLaren had with their TAG-Porsche engines), the car itself produced little downforce compared to its main rivals with both Alboreto and Arnoux claiming all season that the car lacked grip. This also had an effect on the cars’ top speeds at circuits such as Kyalami, Hockenheim and Monza as the cars were forced to run with as much wing as possible in order to have grip. This was shown in Round 2 in South Africa (Kyalami) where the Ferraris were some 25 km/h (16 mph) slower on the long straight than the BMW powered Brabhams, primarily due to the increased drag from high wing settings. The high wing settings also hurt fuel consumption during races with both drivers often having to drive slower than possible in order to finish races (re-fuelling was banned in 1984 and cars were restricted to just 220 litres per race). The 126C series cars won 10 races, took 10 pole positions and scored 260.5 points.

The Ferrari 642 (also known as the Ferrari F1-91) was a Formula One racing car designed by Steve Nichols and Jean-Claude Migeot and was used by Scuderia Ferrari in the 1991 Formula One season. It was a development of the team’s 641 chassis, which had mounted a championship challenge in 1990. Ferrari started the 1991 season with high hopes of winning the championship. Jean Alesi signed a contract with the Scuderia when Nigel Mansell returned to the Williams team. The 642’s best result was a second place taken by Alain Prost at the 1991 United States Grand Prix, held at the Phoenix street circuit. The 642 was replaced by the Ferrari 643 at the 1991 French Grand Prix.

The Ferrari F399 was the car with which the Ferrari team competed in the 1999 Formula One World Championship. The chassis was designed by Rory Byrne, Giorgio Ascanelli, Aldo Costa, Marco Fainello, Willem Toet, and Nikolas Tombazis, with Ross Brawn playing a vital role in leading the production of the car as the team’s technical director and Paolo Martinelli assisted by Giles Simon leading the engine design and operations. The F399 was almost identical to the previous season’s F300, with small detail changes like a new front wing, wheel tethers, waisted sidepods, and an improved exhaust system and the use of Bridgestone tyres with four grooves instead of three. It was initially driven by Michael Schumacher and Eddie Irvine, with Mika Salo substituting for Schumacher when he broke his leg at Silverstone. Although the team’s quest to win their first drivers’ title since 1979 was halted by Schumacher’s injury and the faster speed of the McLaren MP4/14, they managed to clinch their first constructors’ title since 1983. The chassis of the Ferrari F399 was almost identical to its predecessor, the F300. It had a reinforced carbon-fibre and honeycomb monocoque structure that could protect the driver from most accidents. The engine was an MR(Mid-engine, Rear wheel drive) layout. Changes from the F300 were that the front wing was slightly modified, the sidepods were waisted, and the exhaust was improved in order so that Ferrari could push harder in their fight with McLaren. The suspension for the front and rear areas of the car were the pushrod/double wishbone suspension systems that still exist today in Formula 1. The car also has wheel tethers on each wheel to prevent the tires from hitting the driver’s head, a regulation that is still used by Formula One to this day. The engine is a 790 bhp, 80-degree 3.0 litre V10 engine manufactured by Ferrari called the Tipo 048/B/C. It also bears a 7-shift transmission that was in almost all Formula One car until the teams started using 8-shift transmission gearboxes since the 2014 season began. The car also used Shell fuel to power its engine while the tyres, which were designed by Bridgestone, now had 4 grooves on all 4 tyres instead of 3 grooves on the front tyres. The new tyres with four grooves were a new rule change for the 1999 season and onward in the V10 era of the sport. Early in the season the car showed huge performance with Irvine winning the opening round in Australia while Schumacher collected podiums along with wins at Imola and Monaco, thereby making Ferrari a serious threat to the McLaren duo of Mika Häkkinen and David Coulthard throughout much of the 1999 season. While Irvine would also go on to win back-to-back victories at Austria and Germany along with the inaugural Malaysian Grand Prix, Häkkinen and McLaren had shown great consistency over the season despite 4 retirements over the course of the season. Ferrari’s championship aspirations also took a beating after Schumacher had broken his leg at Silverstone, resulting in Ferrari briefly replacing him with Mika Salo during the midway point of the season. Salo performed well, handing victory to Irvine in Germany and finishing third at Monza. The team were briefly excluded from Malaysia after the stewards found out that their bargeboards were illegal, meaning that Häkkinen and McLaren were effectively handed their respective championships by default. However, Ferrari managed to appeal against the FIA’s decision in court and both of their drivers were subsequently reinstated. Mka Salo replaced Michael Schumacher during his injury from Austria to the Nürburgring. After the season had ended, Häkkinen had claimed the driver’s title by two points from Irvine while Ferrari claimed the constructor’s title by four points from McLaren.

The Ferrari F2002 was a racing car used by Scuderia Ferrari Marlboro as its entry for competition in the 2002 Formula One season. The chassis was designed by Rory Byrne, Ignazio Lunetta, Aldo Costa, Marco Fainello, Nikolas Tombazis and James Allison and Paolo Martinelli, assisted by Giles Simon leading the engine design and operations, under the overall leadership of Ross Brawn who was the team’s Technical Director and Jean Todt the team Manager. It won fifteen Grands Prix, from a total of nineteen races in 2002 and 2003. It is widely regarded as one of the most successful Formula One car designs of all time, as Michael Schumacher drove it to a then record-equaling fifth world drivers’ title in 2002, while easily clinching the 2002 constructors’ title with as many points as all other teams put together. The car was much lighter than its predecessor, the F2001. It was powered by the 3.0-litre Tipo 051 V10 engine which initially produced 835 bhp at 17,800 rpm. In qualifying mode, however, the engine developed up to 900 bhp at 19,000 rpm. To ensure durability and reliability, the engine performance was reduced during the race where it still produced 865 bhp at a maximum 18,600 rpm. The engine had a very low centre of gravity, which ensured excellent handling. The new 051 engine was not the strongest engine of 2002, only being beaten out by the BMW P81 engine used by the Williams team (which produced 940 bhp); but the 051 was lighter, more compact, very fuel-efficient, and very driveable. An innovative and very small clutchless gearbox allowing ultra-quick changes had been designed, and because the unit was so small, the rear end aerodynamics were extremely tightly packaged into the honeycomb structure.. Bridgestone developed special tyres, suited specifically for the car. Aerodynamically, the Ferrari was well ahead of the contemporary Williams-BMW but perhaps a little down on power, and on a par with, or slightly ahead of the 2002 season’s McLaren car. Williams in trying to solve their 2001 car’s reliability problems were forced to “play it safe” for 2002, while McLaren’s deficiency was due to the decision to stick with Michelin tyres as well as Mercedes struggling to design a beryllium-less engine for 2002. Using the Pomeroy Index system, Motor Sport magazine recently determined that the F2002 is the fastest Formula One car of all time. However, the Ferrari F2004 achieved better qualifying lap times at 12 of the courses which were raced by both cars (only the 2002 French Grand Prix, 2002 Belgian Grand Prix and 2002 Japanese Grand Prix was faster than the 2004 races, with two of these being due to rain). In terms of single lap performance while not as dominant as the McLaren MP4/4 in 1988 nor the Williams FW14B in 1992, both cars which each scored 15 poles in their respective season, the Ferrari F2002 scored 10 poles but was more reliable as well as relatively faster on Sundays than the MP4/4 and FW14B. The majority of the conceptual design work for the Ferrari F2002 was by Ferrari’s legendary South African chassis designer Rory Byrne and the engine design by Ferrari’s Paolo Martinelli. The project was overseen by the team’s technical director Ross Brawn. A vast army of other team personnel oversaw the running of the team and the project. Prior to the introduction of the F2002, Ferrari had used a revised version of their championship-winning Ferrari F2001 for the first few races of 2002. The F2002 was not only a development of the championship-winning Ferrari F2001, but a completely revolutionary model involving many technologies not seen previously. Since the late 1990s, Ferrari had been using the same basic concept and design of gearbox and although this had been used to win drivers and constructors titles from 1999 onwards the technical team pushed ahead with a new version instead. The new replacement gearbox casing was made of ultra-lightweight and higher strength titanium, thus reducing its weight by as much as 15% and lowering the car’s centre of gravity. The new compact design allowed for great advancement in the bodywork and increasing the car’s aerodynamic efficiency at the rear. However such was the extent of the gearbox casing redesign that the aerodynamic work was left behind schedule and initially did not represent the same performance gains as the mechanical engineering. Thus Ferrari continued its design for another two months and only started used the F2002 from the third round of the 2002 season onwards, in the interim using the previous year’s F2001 chassis, albeit with many alterations and the inclusion of the Ferrari 051 2002 engine. Other advancements on the car include the clutchless direct-shift technology within the gearbox, a new fluid traction control system to replace the previous 2001 traction control system and upright aerodynamically shaped periscopic exhaust outlets at the rear. The latter technology was incorporated both to use the hot exhaust gases for aerodynamic effect and to raise these gases higher and out the way of the rear suspension. On the previous occasions, Ferrari’s non-chimneyed top exiting exhaust outlets had caused the rear suspension and other elements at the rear of the car to overheat or even melt when minor cracks occurred. At its first race in Brazil, the F2002 was victorious, being driven by Michael Schumacher and continuing Ferrari’s trend since 1999 for its cars to win on their debut. Michael Schumacher clinched second on the grid and after a first lap altercation with Juan Pablo Montoya, took a somewhat easy win from his brother Ralf’s Williams. There was some controversy surrounding tyre allocation because the team only had one F2002 chassis at the race. Therefore, Schumacher’s spare car was an F2001 chassis, and because the two chassis used different wheel rim designs each required separate wheels and tyres. It was thus argued that Schumacher had in-effect twice the allocation of tyres as any other driver. The controversy was managed by Ferrari agreeing to aggregate their tyre usage between the two cars, ensuring that Schumacher used the same total number of tyres as all the other drivers. What followed was a season of domination, the likes of which had not been seen since McLaren’s 1988 season. Between the two drivers, the F2002 brought the team nine 1-2 finishes, including five in a row. With the F2002, Schumacher scored 10 more victories, bringing his total for the season to 11 wins, setting a then-record for most in a season, while Rubens Barrichello scored four. The only race that the car failed to win was at Monaco, while the F2001 did not take the Malaysian GP. Furthermore, Schumacher finished every race on the podium, never finishing lower than second with the F2002. The German won the world championship in record time, clinching the title at the 11th race of the season in France. The two Ferrari drivers were comfortably first and second in the Drivers’ Championship, and Ferrari scored as many points (221) as the rest of the teams put together. Such was Ferrari’s dominance that Ferrari did not evolve the car further after the Belgian Grand Prix and was still significantly ahead for the rest of the season. Schumacher and Barrichello were criticized for swapping finishes at Austria and the United States – an event that would provoke a ban on ‘team orders’ for the following seasons, and would be raised again in 2010 when the same Ferrari was fined after appearing to instruct Felipe Massa to allow Fernando Alonso to win the German Grand Prix. The F2002 (renamed the F2002B) was still competitive at the beginning of 2003, and Schumacher took the car’s last win in the San Marino Grand Prix before it was replaced by the F2003-GA for the next race. The F2003-GA was not quite as successful as the F2002, and Schumacher only won the title by two points over McLaren’s Kimi Räikkönen.

The Ferrari F2007 was constructed by Scuderia Ferrari Marlboro to compete in the 2007 FIA Formula One World Championship. The F2007 was the fifty-third single-seater car which the team have built to use in Formula One. The chassis was designed by Aldo Costa, Simone Resta, Tiziano Battistini, Marco Fainello, John Iley and Marco de Luca with Mario Almondo playing a vital role in leading the production of the car as the team’s Executive Technical Director and with Giles Simon in charge of the engine and electronics division assisted by Lorenzo Sassi (engine design and development) and Mattia Binotto (engine operations). As part of new FIA rules for the 2008 season which included banning driver aids via the introduction of a standard ECU for all teams, the F2007 was the last Ferrari Formula One car to use traction control. The car is best known for providing Kimi Räikkönen with his only World Championship title and the team with its first Constructor’s title since Michael Schumacher helped them win the 2004 Formula One season. As of 2025, this is the last Ferrari F1 car to win the drivers’ title. The car was unveiled to the public on January 14, 2007 at Ferrari’s Fiorano test track in Maranello, Italy. The chassis was significantly altered from the 248 F1, the car Ferrari used during 2006 to finish as runners-up to Renault in the Constructors’ Championship. The wheelbase is 85mm longer, from 3050mm to 3135mm, with the extra length added between the cockpit and front wheels, in order to maximize aerodynamic performance. The launch model was shown with the front and rear wings from the 248 F1. This was to keep various aerodynamic features secret from rival F1 teams. The gearbox itself, which is still mounted longitudinally, is fitted with an innovative quick-shift system (seven plus reverse). The suspension adopts a zero-keel configuration, a first for Ferrari. The dropping of the single-keel is most likely due to the departure of previous designer Rory Byrne, whose previous, ultra-successful designs (notably his championship-winning Ferrari and Benetton cars) all featured a single keel. Ferrari were the only team to receive tobacco sponsorship for the 2007 season. The team’s principal sponsor is Philip Morris International, parent company of Marlboro cigarettes. However, in order to circumvent the European tobacco advertising ban, the car’s livery did not feature the brand name. A simple red and white “barcode” was used and, hence the advertising at European Grands Prix was purely through association. Ferrari used ‘Marlboro’ logos in Bahrain, Monaco and China. The livery featured significantly less white than in previous years. The cars, driven by Felipe Massa and Kimi Räikkönen, raced with the numbers 5 and 6 respectively as the team finished second in the 2006 Constructors’ Championship. Ordinarily, this would mean numbers 3 and 4 for the following season but owing to World Champion Fernando Alonso changing teams to McLaren, Renault received these numbers as Fernando Alonso took his number 1 (and thus, number 2) to his new team. At the Monaco Grand Prix, Ferrari changed the colour of their cars from Rosso Scuderia (light red) to Nuovo Rosso Scuderia (a darker shade), and kept it for the remainder of the season. Martini returned for the second year with the team, however the logo was blocked out in France due to alcohol advertising being outlawed there. An attempted sabotage of the car’s fuel system was made prior to the Monaco Grand Prix by then Ferrari Head of Performance Development Nigel Stepney. Stepney, then a senior engineer at Ferrari, was involved in the 2007 Formula One espionage controversy with McLaren engineer Mike Coughlan, was dismissed as a result of this incident. McLaren meanwhile made a formal allegation that the Ferrari F2007 that won at the Australian Grand Prix had done so with illegal features discovered through the contact with Stepney. The 2007 season was the first in which the use of two different rubber compounds was required during a race.

FIAT

The Fiat 509 was produced between 1925 and 1929 as a replacement for the 501. It was fitted with a 990 cc overhead cam engine. Approximately 90,000 of the model were sold. In 1926 the car was upgraded to the 509A. For 1928, the 509 was offered with standard insurance, also. In addition to as the standard car, there were 509S and 509SM sports models, as well as taxi and commercial versions.

The Fiat 1100 S was designed by Dante Giacosa at the end of the Second World War, with inspiration from the pre-War 508 C Mille Miglia. It had an aerodynamically contoured body without bumpers and featured fender skirts covering the rear wheels. The tail section was tapered, but the standout feature was the nose, including a grille divided into three distinctive parts with chrome bars arranged horizontally at the sides and vertically in the centre, creating sequences of parallel and transverse lines that would become the hallmark of the 1100 S.  If the design hinted at the car’s racing potential, the mechanicals removed all doubt. To cope with the considerable power increase, the 1089 cc four-cylinder engine was fitted with an oil radiator and a centrifugal water pump. The camshaft was gear-driven. The result was a remarkable output of 51 hp at 5200 rpm and a dry weight of 825 kg that combined to propel the Fiat 1100 S to a top speed of 150 km/h.

The Fiat 8V (or “Otto Vu”) is a V8-engined sports car produced by the Italian car manufacturer Fiat from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The Fiat 8V got its name because at the time of its making, Fiat believed Ford had a copyright on “V8”. With 114 made, the 8V was not a commercial success but did well in racing. Apart from the differential, the car did not share any parts with the other Fiats; many parts were made by Siata and they used them for their cars. The 8V was developed by Dante Giacosa and the stylist Luigi Rapi. The engine was a V8 originally designed for a luxury sedan, but that project was stopped. The Fiat V8 had a 70 degree V configuration, displaced 1,996 cc and was fitted with two twin-choke Weber 36 DCF 3 carburettors. In its first iteration (type 104.000) the engine had a compression ratio of 8.5:1 and produced 105 PS (104 bhp) at 5,600 rpm, giving the car a top speed of 190 km/h (118 mph). Improved type 104.003 had different camshaft timing for 115 PS (113 bhp) at 6,000 rpm; finally type 104.006 with an 8.75:1 compression ratio, revised camshaft timing and fuel system put out 127 PS (125 bhp) at 6,600 rpm. The engine was connected to a four speed gearbox. The car had independent suspension all round and drum brakes on all four wheels. Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954. Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959. 34 of the cars had a factory produced bodywork by Fiat’s Dipartimento Carrozzerie Derivate e Speciali (“Special Bodies Department”). Some cars had the bodywork done by other Italian coachbuilders. Carrozzeria Zagato made 30 that they labelled “Elaborata Zagato”. Ghia and Vignale also made bodyworks. Most were coupés, but some cabriolets were made as well. An example fitted with a factory-style glass-fibre reinforced plastic body was displayed at the 1954 Turin Motor Show. The composite bodyshell—produced by Fiat’s experimental bodywork department—weighed just 48.5 kg (106.9 lb). This 8V is a part of FCA Heritage collection and currently resides in the Centro Storico Fiat in Turin.

The Fiat 600 Multipla was a four-door MPV based on the Fiat 600’s drivetrain and Fiat 1100 front suspensions, that sat up to six people in a footprint just 50 cm (19.7 in) longer than the original Mini Cooper and on the same 2 m (78.7 in) wheelbase as the 600 saloon. This had been achieved by moving the driver’s compartment forward over the front axle, effectively eliminating the boot but giving the body a very minivan-like “one-box”, flat-front look. The car debuted at the Brussels Motor Show in January 1956, and was discontinued in the spring of 1967 to be replaced by the Fiat 850 Familiare. The Multipla name was reintroduced in late 1998 for the Fiat Multipla compact minivan. The 600 Multipla was available in three interior configurations: 4/5-seater version. Two rows of seats: fixed front bench seat for driver and passenger, fold-down rear bench for two or three passengers, cargo space between the rear seats and the firewall. The rear seats folded flat with the floor. Original price on the Italian market: 730,000 Lire; 6-seater version. Three rows of seats: fixed front bench seat for driver and passenger, plus four single rear seats in two rows. The rear seats could be individually folded flat to the floor, allowing for a reconfigurable cargo area with an even loading surface. With all six seats up storage space was reduced to the rear parcel shelf. Original price on the Italian market: 743,000 Lire; Taxi version, introduced at the April 1956 Turin Motor Show. It featured an individual driver seat, passenger seat which could be folded down becoming a luggage shelf, two foldaway jump seats in the middle, and a bench seat at the rear against the firewall. Original price on the Italian market: 835,000 Lire. Until the 1970s, the Multipla was widely used as a taxi in many parts of Italy. The 600 Multipla used the type 100.000 663 cc overhead valve inline-four cylinder engine from the 600 saloon, producing 21.5 DIN-rated PS (21.2 hp) at 4,600 rpm. A shorter final drive ratio was the only change made to the 4-speed manual transmission, with synchromesh on the top three forward gears. Rear trailing arm suspension also came from the 600, while the front double wishbone suspension—complete with coil springs, coaxial hydraulic dampers and anti-roll bar—as well as steering components were sourced from the bigger 1100/103. Other changes included a larger capacity radiator and relocating the fuel tank (which on the regular 600 was housed in the front luggage compartment) to the rear, above the gearbox. The spare wheel was carried inside the cabin, in front of the passenger seat.  The manufacturer advertised a top speed of 90 km/h (56 mph). A 633 cc, RHD Multipla was tested by the British magazine The Motor in 1956. It was found to have a top speed of 57.1 mph (91.9 km/h) and could accelerate from 0–50 mph (0–80 km/h) in 43.0 seconds. A fuel consumption of 38.4 mpg was recorded. The test car cost £799 including taxes on the UK market. In September 1960 the 600 Multipla benefited from the same mechanical upgrades introduced on the 600 D saloon, the most significant one being an enlarged 767 cc engine, and became the 600 D Multipla. As on the saloon, the 106 D.000 four-cylinder had both larger bore and longer stroke, and produced 25 DIN-rated PS (24.7 bhp) at 4,800 rpm. In 1956, Fissore designed an open-topped Multipla prototype called the “Marinella” with a wickerwork wraparound bench in the rear. The Fiat 600T is a van derivative of the 600 Multipla. It is powered by a rear-mounted 633 cc 4-cylinder engine.

Known as project 110, the brief for the Nuova 500 was to create a micro-car that would not only carry on the tradition of the earlier Topolino, but which would also take sales away from the ever popular Lambretta and Vespa scooters of the day. It clearly needed to be smaller than the 600 which had been released with a conventional 4 cylinder engine. Not an easy task, but development started in 1953 and by August 1954, two designs were ready to be shown to Fiat management. They selected one, and serious development began. At first the car was referred to as the 400, as it was going to have a 400cc engine, but it was soon realised that this was just too small, so a larger 500cc air-cooled engine was developed. It was signed off in January 1956, with production starting in March 1957 in advance of a June launch. Fiat’s marketing department got busy, with hundreds of the new car taking to the streets of Turin, each with a pretty girl standing through the open sunroof that was a feature of all the early cars. The press loved it. 50 units were shipped to Britain, where the car made its debut at Brands Hatch, and again the reception was enthusiastic. But the orders just did not come in. Fiat went for a hasty rethink, relaunching the car at the Turin Show later that year. power was increased from 13 to 15 bhp, and the poverty spec was lessened a little, with headlight bezels, brightwork on the side and chrrome hubcaps, a Nuova500 badge on the engine cover, winding side windows (the launch cars just had opening quarterlights) and the option of a heater fan. It was enough to get sales moving. The original car was still offered, at a lower price, called the Economy. In the first year of production, 28,452 Fiat 500s were made. Over the next 19 years, the car changed little in overall appearance, but there were a number of updates with more power and equipment added. A 500 Sport was launched in August 1958, with a more powerful version of the 499cc engine. It lost the soft top, having a ridged steel roof, to increase strength of the body. It was only available in grey with a red side flash. The first major changes came in 1960 with the 500D. This looks very similar to the Nuova, but with two key differences. One is the engine size: the D features an uprated 499 cc engine producing 17 bhp as standard, an engine which would be used right through until the end of the L in 1973; and the other is the roof: the standard D roof does not fold back as far as the roof on the Nuova, though it was also available as the “Transformable” with the same roof as the Nuova. The D still featured “suicide doors”. There were larger rear light clusters, more space in the front boot thanks to a redesign of the fuel tank and new indicators under the headlights. A year later, Fiat added a light on the rear-view mirrors and a windscreen washer, but the car still lacked a fuel gauge. Sales increased from 20,900 in 1960 to 87.000 in 1961, 132,000 in 1962 and by 1964, the last year of production, they hit 194,000 units. The D was replaced in 1965 by the 500F, which finally moved the door hinges from back to the front, owing to changes in Italian safety laws. There was a deeper windscreen and thinner door pillars, which increased the height of the car by 10mm, improving visibility for the driver. The 500F ran through to 1975, from 1968 alongside the more luxurious 500L which was added to the range in 1968. The L is easy to tell apart, with its bumper overriders. The final updates created the 500R, which incorporated many changes from the 126 under the skin of the classic shape, and in this form production continued alongside the newer 126 until 1976.

 

Although Fiat replaced the 1200 Saloon with the new 1300 and 1500 models in 1960, the Pininfarina-designed Coupé and Cabriolet models continued with largely unchanged bodywork, although they were now equipped with the larger 1.5 litre engine. The O.S.C.A. engined 1600 S Coupé and Cabriolet also continued to be available. All of the coupés and convertibles were replaced by the new 124 coupés and spiders in 1966.

Following the success of the 500 and 600 models, Fiat introduced a slightly larger and more expensive variant, the 850 in 1964. The regular 2 door saloon was soon joined in the range by other models and they are the ones you see more often these days, not that they are exactly common now. The 850 Coupe, early and later versions of which were to be seen here was seen for the first time at the 1965 Geneva Show. As was generally the case at the time, the body looked completely different from the saloon on which it was based, but underneath it shared the same mechanicals including the the original 843 cc engine producing 47 hp, which gave it a maximum speed of  84 mph. A Spider model was launched at the same time. In order to separate the sportier variants, equipment levels were raised, with both models getting sport seats, a sport steering wheel and round speedometer; The Spider even received a completely rearranged instrument panel. The front drum brakes were replaced with disc brakes, although drum brakes remained on the rear wheels. In 1968, Fiat revised both the Spider and Coupé and gave them a stronger engine with 903 cc and 52 hp. They were called Sport Spider and Sport Coupé. The Sport Spider body stayed essentially the same, but with a restyled front, whereas the Coupe gained twin headlights at the front and a revised tail with a slight lip on the trailing edge of the engine cover. Despite its popularity, the Coupe was the first model to cease production, being deleted in 1971.

You might not guess it from looking at it, but the 850 Familiare and the later 900T were based on the small 850 saloon. There were quite a few of these, and other derivatives of the 850T and 900T bodyshell on our roads throughout the 1970s and 1980s, but like almost everything else of that era, suddenly they all disappeared and there are very few of them left now, and certainly not as nice as this pair.  The model is part of the 850 family that first appeared in 1964, with this overall shape first offered as the 850 Familiare, a boxier and slightly larger heir to the Fiat 600 Multipla. It featured space for seven passengers in three rows, which made it suitable for groups including children and thin adults. It was too small to accommodate in comfort seven large adults. In Van guise, it was known as the 850T. The 850 Familiare and related 850T continued in production till 1976 long after the saloon version of the 850 had been replaced by the Fiat 127. In 1976 the Fiat 900T was introduced, retaining most of the body panels of the 850 Familiare, but featuring the 903 cc engine from the Fiat 127 (although, in this application, still mounted behind the rear axle). The 900T benefitted from significant enhancements in 1980, at which point it was renamed the 900E.

The first 124 Spider made its debut at the Turin Show in 1966, and continued in production until the mid 1980s, bearing its designer, Pininfarina’s badges in later years when it remained popular in the American market. Early cars had 1400 and 1600cc engines, and these were gradually enlarged first 1800cc and then 2 litre, with fuel injection being added for more power and emissions compliance during the 1970s. Fiat spotted the potential of the car for more than just boulevard cruising, though, so in November 1972 they announced the Fiat Abarth 124 Rally, an overtly sporting version. Its main purpose was to receive FIA homologation in the special grand touring cars (Group 4) racing class, and replace the 1.6-litre Fiat Sport Spider rally car which had been campaigned. At the time, the 124 had already won the 1972 European Rally Championship at the hands of Raffaele Pinto and Gino Macaluso. The 124 Rally was added to the Sport Spider range, which included the 1600 and 1800 models; the first 500 examples produced were earmarked for the domestic Italian market. Amongst the most notable modifications over the standard spider there were independent rear suspension, engine upgrades, lightweight body panels, and a fixed hard top. In place of the usual rear solid axle, there was a Chapman-type McPherson strut independent suspension, supplemented by a longitudinal torque arm. At the front a radius rod on each side was added to the standard double wishbones. The Abarth-tuned type 132 AC 4.000 1.8-litre, twin-cam engine was brought from the standard 118 to 128 PS DIN by replacing the standard twin-choke carburettor with double vertical twin-choke Weber 44 IDF ones, and by fitting an Abarth exhaust with a dual exit exhaust The 9.8:1 compression ratio was left unchanged. The transmission was the all-synchronised 5-speed optional on the other Sport Spider models, and brakes were discs on all four corners. Despite the 20 kg (44 lb) 4-point roll bar fitted, kerb weight was 938 kg (2,068 lb), roughly 25 kg (55 lb) less than the regular 1.8-litre Sport Spider. The bonnet, boot lid and the fixed hard top were fibreglass, painted matt black, the rear window was perspex and the doors aluminium. Front and rear bumpers were deleted and replaced by simple rubber bumperettes. A single matte black wing mirror was fitted. Matte black wheel arch extensions housed 185/70 VR 13 Pirelli CN 36 tyres on 5.5 J × 13″ 4-spoke alloy wheels. Inside, the centre console, rear occasional seats, and glovebox lid were eliminated; while new features were anodised aluminium dashboard trim, a small three-spoke leather-covered Abarth steering wheel, and Recaro corduroy-and-leather bucket seats as an extra-cost option. The car carried Fiat badging front and rear, Abarth badges and “Fiat Abarth” scripts on the front wings, and Abarth wheel centre caps. Only three paint colours were available: Corsa red, white, and light blue

Among my favourite cars of all time are the Fiat Dino Coupe and Spider and I was pleased to see several examples of both here. They came about because of Enzo Ferrari’s need to homologate a V6 engine for Formula 2 racing cars. In 1965 the Commission Sportive Internationale de la FIA had drawn up new rules, to be enacted for the 1967 season. F2 engines were required to have no more than six cylinders, and to be derived from a production engine, from a road car homologated in the GT class and produced in at least 500 examples within 12 months. Since a small manufacturer like Ferrari did not possess the production capacity to reach such quotas, an agreement was signed with Fiat and made public on 1 March 1965: Fiat would produce the 500 engines needed for the homologation, to be installed in a yet unspecified GT car. The Fiat Dino was introduced as a 2-seater Spider at the Turin Motor Show in October 1966; a 2+2 Coupé version, built on a 270 mm (10.6 in) longer wheelbase, bowed a few months later at the Geneva Motor Show in March 1967. The two bodies showed very different lines, as they had been designed and were manufactured for Fiat by two different coachbuilders: the Spider by Pininfarina, and the Coupé by Bertone—where it had been sketched out by Giorgetto Giugiaro. Curiously the Spider type approval identified it as a 2+1 seater. The Spider had poorer interior trim than the Coupé, below par for its class: the dashboard was covered in vinyl, the metal-spoke steering wheel had a plastic rim, and the interior switchgear was derived from cheaper Fiat models. After a few months this issue was addressed, and Spiders produced after February 1967 had a wood-rimmed steering wheel as well as a wood trim on the dashboard like the sister Coupé car had since the beginning. Option lists for both models were limited to radio, metallic paint, leather upholstery, and for the Spider a vinyl-covered hardtop with roll-bar style stainless steel trim. The car was offered with an all-aluminium DOHC 2.0 litre V6, coupled to a 5-speed manual transmission. The same 2.0-litre engine was used in mid-engined, Ferrari-built Dino 206 GT, which was introduced in pre-production form at the 1967 Turin Motor Show and went on sale in 1968. Fiat quoted 160 PS (158 hp) for the Fiat Dino, while in 1967 Ferrari—presenting the first prototype of the Dino 206 GT—claimed 180 hp despite both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination. Jean-Pierre Gabriel in “Les Ferraris de Turin” notes that, “La declaration de Ferrari ne reposait sur aucun fondament technique”—Ferrari’s statement had no technical basis. The real reason for this difference was a mistake in between quotes made in SAE and BHP power output. In 1969, both Ferrari and Fiat introduced new 2.4-litre Dino models. The Fiat Dino 2400 premiered in October 1969 at the Turin Motor show; besides the larger engine, another notable improvements was independent rear suspension. The V6 now put out 180 PS, and used a cast iron instead of the previous light alloy engine block; the same engine was installed on the Dino 246 GT, Ferrari’s evolution of the 206. Whereas the original Dino was equipped with a rigid axle suspended by leaf springs and 4 shock absorbers, 2.4-litre cars used a coil-sprung independent rear suspension with 2 shock absorbers derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds; the Dino 2400 had much better pickup, and it was found more usable, even in city traffic. Other modifications went on to improve the car’s drivability and safety: larger diameter clutch, new dogleg ZF gearbox with revised gear ratios, wider section 205/70VR -14 tyres, and up-sized brake discs and callipers. Cosmetic changes were comparatively minor. Both models were now badged “Dino 2400”. On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were changed from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider also sported a new grille with two horizontal chrome bars, 5-bolts instead of knock-off wheels, as well as a new bumpers with rubber strips. Inside only the coupé received an entirely redesigned dashboard and new cloth seats, with optional leather seat upholstery; front seat headrests were standard on the coupé and optional on the spider. Spider and coupé bodies were produced respectively by Pininfarina and Bertone. 2.0-litre and early 2.4-litre cars were assembled by Fiat in Rivalta di Torino. Starting from December 1969 the Fiat Dino was assembled in Maranello on Ferrari’s production line, alongside the 246 GT. Between 1966 and 1969 there were 3,670 2.0-litre coupés and 1,163 2.0-litre spiders made; with only 420 built, the 2400 Spider is the rarest of the Fiat’s Dinos. Of the total 7,803 Fiat Dino produced, 74% were the popular coupés and only 26% were spiders. Spiders are worth big money now – good ones are over £100k – which means that the car is way beyond my means, but every time I see one, I go weak at the knees. To my eyes, it is one of the best looking cars ever made.

FORD

The Ford Vedette is a large car formerly manufactured by Ford SAF in their Poissy plant from 1948 to 1954. Originally conceived by Edsel Ford and Ford designer Eugene T. “Bob” Gregorie as a “light” Ford model, smaller than the 1942 Ford. However, Edsel Ford died in 1943, and following the war Ford corporate felt the light car project would pull sales from the full size Ford. Additionally, Henry Ford II felt that Gregorie’s planned 1949 Ford, which shared the same character lines as the Light Ford, was too large for its market, as was Gregorie’s proposed 1949 Mercury. To that end, the planned Ford and Mercury lines were pushed to Mercury and Lincoln, and a contest held to design a Ford that would be at once smaller than the Mercury, but larger than the Light Ford. To recoup the cost of Light Ford, that car was transferred to Ford France. Introduced at the 1948 Salon de l’automobile in Paris, it was designed entirely in Detroit (resembling contemporary Mercury models) and featured the Poissy-made 2158 cc Aquillon sidevalve V8 engine of Ford’s Flathead engine family, the same as in pre-war Matford cars. It was the only French car of its time with a V8 engine. Because the Poissy factory could not resume complete automobile production immediately after World War II and had no stamping equipment, many vital components had still to be made by various subcontractors, which reportedly had an adverse effect on the quality of the car and contributed to its limited popularity. Over the six years in production, the Vedette was available in several body styles, ranging from the original four-door fastback (with rear suicide doors) through the later four-door saloon, a Sunliner two-door landaulet based on the saloon (with a roll-down roof over the entire cabin), a two-door Coupé and, based on it, the Cabriolet Décapotable (a two-door convertible). Under the direction of the new company president, François Lehideux, Ford France refreshed the car for 1950, and again in 1952, when it finally received a one-piece windscreen, new interior and bumpers, better brakes, lengthened rear overhang and trunk, and a cigarette lighter. The 1953 October Mondial de l’Automobile also saw a luxury version of the Vedette, the Ford Vendôme, fitted with the bigger 3923 cc Mistral V8 engine, previously used in Ford France trucks. Also updated in 1953 was the five-door, five-seat Abeille (French for “bee”) estate with a two-piece tailgate, advertised as both practical (with a payload of 500 kg (1,100 lb)) and comfortable. The Abeille, originally exhibited with little fanfare at the October 1951 Motor Show as a “farmer’s car” (voiture agricole) and launched more formally as the “Ford Abeille” in June 1952, was a “no frills” development of the Vedette with which it shared its wheel base and engine, but the rear overhang and therefore the overall length were shorter by 220 mm (8.7 in) The interior surfaces of the Abeille were almost without exception of painted metal, and the front bench seat of the Vedette was replaced with two “rustic” seats apparently taken from a commercial van, but behind them the rear bench was easy to remove, allowing for the installation of a flat “false-floor” of timber planks, and facilitating the use of the car as a load carrier for farmers and small-scale traders.At the October 1953 Motor Show the standard Abeille was listed at 845,000 francs as against 935,000 francs for the least expensive version of the Vedette. Facing unsatisfactory sales results, as well as disruptive strikes at the Poissy plant at the turn of the decade, Ford had been trying to dispose of the factory since shortly after the end of the war. An opportunity arose in 1954, when Henri-Theodore Pigozzi, the founder of the increasingly successful French automaker Simca, was looking for a new plant to expand its operations. Ford France was merged into Simca with both the Poissy plant and the rights to all models manufactured there — including a newly designed Vedette. The new car had debuted in France under the name of Simca Vedette, but was sold as the Ford Vedette in some markets (including Sweden, the Netherlands and Germany) at least until 1956.

In September 1970, a new Taunus, the “Taunus Cortina” (TC), was introduced by Ford Germany. Ford offered a two or four door saloon and a five-door estate (identified as with previous Taunus estates, as the Taunus Turnier). Between 1970 and 1975, when the Taunus TC gave way to the Taunus TC2, a fashionable fastback coupé was also included in the Ford Taunus range. Unlike in Britain, Ford Germany saw a niche in the market for a more “sensible” coupé model than the Capri, which also meant that care was taken to retain as much as possible of the saloon’s luggage and rear seat accommodations. The Ford Taunus TC series was conceived in the late 1960s to be a “world car” alongside its technical sibling the Cortina Mk III, with development and design work taking place on both sides of the Atlantic. The car was developed under the supervision of Semon E. “Bunkie” Knudsen, till February 1968 a high profile General Motors executive and from early 1968 till Autumn/Fall 1969 Ford’s Dearborn-based chairman. The car is often nicknamed “Barock 2” (recalling the Taunus P2 series of the late 1950s, commonly known as the “Barock-Taunus”) or “Knudsen-Taunus” in Germany, because of the prominent hood/bonnet scoop that, as the legend has it, was put there on direct order from Knudsen. Otherwise the major design work is rumoured to have been done by German car designer Luigi Colani, who later supplied design concepts for BMW’s motorcycle division in the late 1970s. The lower end of the market segment previously occupied in Germany by the Ford Taunus P6 being targeted, since 1968, by the smaller Escort, the Taunus TC was presented as a slightly upmarket replacement for the P6 which ceased production in August 1970. The 2,578 mm (101.5 in) wheelbase of the new car was 51 mm (2.0 in) longer than that of the P6 but the Taunus TC had shorter overhangs, so that overall it was slightly shorter. Nevertheless, it was noted that the TC appeared from the outside to be larger than it was, which many buyers appreciated. The interior was no longer free of a transmission tunnel, since with the Anglo-German design of the Taunus TC, Ford Germany abandoned, for the time being, front-wheel drive for this class of car, asserting that rear wheel drive was less expensive and simpler to produce and to maintain. (The obvious benchmark in the market place for the TC, the Opel Ascona, would also retain a “conventional” rear wheel drive configuration till 1981.) The standard Taunus was marketed as the “Taunus N”, with progressively more extensive or sporty packages were identified in 1970 with the suffixes “L”, “XL”, “GT”, and “GXL”. The base version was not manufactured in large numbers, with most customers selecting higher trim levels. A similar approach with “options packages” was introduced in Germany by Opel at this time. The L was a more comfortably equipped base version, with the XL adding certain luxuries such as height adjustable front seats, a clock, and larger headlights. The sporty GT (not available as a 1.3, as for the GXL) received bucket seats with built-in headrests, full instrumentation, a leather steering wheel, and twin headlamps amongst other equipment. Lastly, the top-of-the-line GXL added all the comforts of the XL with the sporty equipment of the GT and additional extras such as a vinyl roof, a dual-tone horn, and deeper carpeting. This model also formed the basis of the Cortina Mk III, but with different door skins and rear wing pressings from the “coke-bottle” styling of the Cortina. In addition, there was never a Cortina III equivalent to the fastback bodied Taunus TC coupé. The unification of Ford Europe’s model range had started with the Escort and Capri and was continued (albeit to a lesser degree) with the Taunus and Cortina. The Taunus TC and Cortina Mk III were thus both developed under the auspices of Ford of Europe, and most major components, including the entire floorpan, were identical

With over 16 million units sold, the Fiesta has been an undoubted success for Ford, vindicating the decision that was taken back in the early 1970s that they really did need a car in this class, one that they were frankly late in joining. Originally developed under the project name “Bobcat” (not to be confused with the subsequent rebadged Mercury variant of the Ford Pinto) and approved for development by Henry Ford II in September 1972, just after the launch of two comparable cars – the Fiat 127 and Renault 5, the Fiesta was an all new car in the supermini segment, and was at the time the smallest car ever made by Ford. Development targets indicated a production cost US$100 less than the current Escort. The car was to have a wheelbase longer than that of the Fiat 127, but with overall length shorter than that of Ford’s Escort. The final proposal was developed by Tom Tjaarda at Ghia. The project was approved for production in late 1973, with Ford’s engineering centres in Cologne and Dunton (Essex) collaborating. Ford estimated that 500,000 Fiestas a year would be produced, and built an all-new factory near Valencia, Spain; a trans-axle factory near Bordeaux, France; factory extensions for the assembly plants in Dagenham, UK. Final assembly also took place in Valencia. The name Fiesta belonged to General Motors, used as a trim level on Oldsmobile estate models, when the car was designed but it was freely given for Ford to use on their new B-class car. After years of speculation by the motoring press about Ford’s new car, it was subject to a succession of carefully crafted press leaks from the end of 1975. A Fiesta was on display at the Le Mans 24 Hour Race in June 1976, and the car went on sale in France and Germany in September 1976; to the frustration of UK dealerships, right hand drive versions only began to appear in January 1977. Its initial competitors in Europe, apart from the Fiat 127 and Renault 5, included the Volkswagen Polo and Vauxhall Chevette. Chrysler UK were also about to launch the Sunbeam by this stage, and British Leyland was working on a new supermini which was eventually launched as the Austin Metro in 1980.  The Fiesta was initially available in Europe with the Valencia 957 cc with high compression and low compression options, and 1,117 cc engines in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. A sporting derivative, the 1.3 Supersport was offered for the 1980 model year, using the 1.3 litre Kent Crossflow engine, effectively to test the market for the similar XR2 introduced a year later, which featured a 1.6 litre version of the same engine. Black plastic trim was added to the exterior and interior. The small square headlights were replaced with larger circular ones, with the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0–60 mph in 9.3 seconds and 105 mph top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s. Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation. Rust claimed almost all the original Fiestas, so they are a rare sight today.

Drawing on inspiration from the mid-engined Ford Mustang I concept vehicle, Lee Iacocca ordered development of a new “small car” to vice-president of design at Ford, Eugene Bordinat. Bordinat tasked Ford’s three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The Lincoln–Mercury design studio ultimately produced the winning design in the intramural contest, under Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster. Development of the Mustang was completed in a record 18 months from September 1962 to March 1964. and Iacocca himself championed the project as Ford Division general manager. The styling is often credited to one person, and that is not accurate, as this was very much a team effort, it has been reported by those involved. To decrease developmental costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitised platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully equipped V8 model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the “torque box” was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling. The car was launched in 17th April 1964, as a hardtop and a convertible, with the fastback version following in August. It was an instant sensation, with demand massively exceeding supply. Since it was introduced four months before the normal start of the 1965 production year and manufactured alongside 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. Nevertheless, all “1964½” cars were given 1965 U.S. standard VINs at the time of production, and – with limited exception to the earliest of promotional materials – were marketed by Ford as 1965 models. The low-end model hardtop used a “U-code” 170 cu in (2.8 litre) straight-6 engine borrowed from the Falcon, as well as a three-speed manual transmission and retailed for US$2,368. Standard equipment for the early 1965 Mustangs included black front seat belts, a glove box light, and a padded dash board. Production began in March 1964 and official introduction following on April 17 at the 1964 World’s Fair. V8 models got a badge on the front fender that spelled out the engine’s cubic inch displacement (“260” or “289”) over a wide “V.” This emblem was identical to the one on the 1964 Fairlane. Several changes to the Mustang occurred at the start of the “normal” 1965 model year in August 1964, about four months after its introduction. These cars are known as “late 65’s”. The engine lineup was changed, with a 200 cu in (3.3 litre) “T-code” engine that produced 120 hp. Production of the Fairlane’s “F-code” 260 cu in (4.3 litre) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp “C-code” 289 cu in (4.7 litre) engine with a two-barrel carburettor as the base V8. An “A-code” 225 hp four-barrel carburettor version was next in line, followed by the unchanged “Hi-Po” “K-code” 271 hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (a way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says “GEN” or “ALT”). The Mustang GT version was introduced as the “GT Equipment Package” and included a V8 engine (most often the 225 hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. In the interior the GT option added a different instrument panel that included a speedometer, fuel gauge, temp. gauge, oil pressure gauge and ammeter in five round dials (the gauges were not marked with numbers, however.) A four-barrel carburettor engine was now available with any body style. Additionally, reverse lights were an option added to the car from August 1964 production. In 1965, the Shelby Mustang was born, it was available only in newly introduced fastback body version with its swept-back rear glass and distinctive ventilation louvres. The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of colour options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95.A 14″ rim option was available for Rally-pac and GT350R vehicles widening front and rear track to 57.5″. Reproductions are presently available from any number of Mustang restoration parts sources. A compass, rear seat belts, A/C, and back-up lights were also optional. The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and filler cap. Ford’s new C-4 “cruise-o-matic” three-speed auto transmission became available for the 225 hp V8. The 289 “HiPo” K-code engine was also offered with a c4 transmission, but it had stronger internals and can be identified by the outer casing of the servo which is marked with a ‘C’. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a low stall speed automatic torque converter. The “HiPo” could be spotted very easily by the 1-inch-thick vibration damper, (as compared to 1/2 inch on the 225-hp version) and the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter “K” stamped between the valve springs, along with screw in studs (vs. a pressed in stud for other 289s) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang would be the best-selling convertible in 1966, with 72,119 sold, beating the number two Impala by almost 2:1. The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. From August 1964 production, the emblem was a single vertical piece of chrome, while for 1966 models the emblem was smaller in height and had three horizontal bars extending from the design, resembling an “E”. The front intake grilles and ornaments were also different. The 1965 front grille used a “honeycomb” pattern, while the 1966 version was a “slotted” style. While both model years used the “Horse and Corral” emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed. The 1966 model year saw introduction of ‘High Country Special’ limited edition, 333 of them were sold in Colorado, Wyoming, and Nebraska. When Ford wanted to introduce the Mustang in Germany, they discovered that Krupp company had already registered the name for a truck. The German company offered to sell the rights for US$10,000. Ford refused and removed Mustang badges from exported units, instead naming the cars as T-5 (a pre-production Mustang project name) for the German market until 1979 when Krupp copyrights expired. In 1965, Harry Ferguson Research purchased 3 Mustang notchbacks and converted them to 4×4 in an attempt to sell potential clients on their FF AWD system.  A similar system was used in the Ferguson P99 Formula One car, and would go on to be featured in the Jensen FF, widely considered the first AWD passenger car. As in the Jensen FF, the AWD Mustangs also featured an ABS braking system, long before such a feature was commonplace. Ford Australia organised the importation and conversion of 1966 Mustang to right-hand-drive for the Australian market. This coincided with the launch of new XR Falcon for 1966, which was marketed as “Mustang-bred Falcon”. To set the official conversion apart from the cottage industry, the RHD Mustangs were called “Ford Australia Delivered Mustang” and had compliance plates similar to XR Falcon. About 209 were imported to Australia with 48 units were converted in 1965 while the further 161 were done in 1966. The 1967 model year Mustang was the first redesign of the original model. Ford’s designers began drawing up a larger version even as the original was achieving sales success, and while “Iacocca later complained about the Mustang’s growth, he did oversee the redesign for 1967 .” The major mechanical feature was to allow the installation of a big-block V8 engine. The overall size, interior and cargo space were increased. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp 6.4 litre FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor. During the mid-1968 model year, a drag racer for the street could be ordered with the optional 428 cu in (7.0 litre) Cobra Jet engine which was officially rated at 335 hp. All of these Mustangs were issued R codes on their VIN’s. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the “pony interior” nickname) in favor of a new deluxe interior package, which included special colour options, brushed aluminium (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels. The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models. The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior. The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column.  The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console. Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, “FORD” lettering removed from hood, rearview mirror moved from frame to windscreen, a 302 cu in (4.9 litre) V8 engine was now available, and C-Stripe graphics were added. The California Special Mustang, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the ‘High Country Special’, was sold in Denver, Colorado. While the GT/CS was only available as a coupe, the ‘High Country Special’ model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a Dodge Charger through the streets of San Francisco. There were further annual updates until the model’s replacement in 1973, but with each the car got steadily bigger and less overtly sporty. Sales reduced, too, suggesting that Ford were losing their way. Mustang II did not fix that, of course, but gradually, the legendary nameplate has returned to delivering the same sort of promise as those early and much loved cars were able to do.

Iacocca, who had been one of the forces behind the original Mustang, became president of Ford Motor Company in 1970, and ordered a smaller, more fuel-efficient Mustang for 1974. Initially, it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact. The new model, called the “Mustang II”, was introduced on September 21, 1973, two months before the first 1973 oil crisis, and its reduced size allowed it to compete against successful imported sports coupes such as the Japanese Datsun 240Z, Toyota Celica and the European Ford Capri (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). The Mustang II also later competed against the Chevrolet Monza, Pontiac Sunbird, Oldsmobile Starfire and Buick Skyhawk. First-year sales were 385,993 cars, compared with the original Mustang’s twelve-month sales record of 418,812. Ultimately, the Mustang II was an early example of downsizing that would take place among Detroit’s Big Three during the “malaise era”. Iacocca wanted the new car, which returned the Mustang to its 1965 model year predecessor in size, shape, and overall styling, to be finished to a high standard, saying it should be “a little jewel”. Not only was it smaller than the original car, but it was also heavier, owing to the addition of equipment needed to meet new U.S. emission and safety regulations. Performance was reduced, and despite the car’s new handling and engineering features the galloping mustang emblem “became a less muscular steed that seemed to be cantering”. Engines for the 1974 models included the venerable 2.3 L I4 from the Pinto and the 2.8 L Cologne V6 from the Mercury Capri. The 1975 model year reintroduced the 302 cu in (4.9 L) Windsor V8 that was only available with the C-4 automatic transmission, power brakes, and power steering. This continued through production’s end in 1978. Other transmissions were the RAD four-speed with unique gearing for all three engines, and the C-3 automatic behind the 2.3 L and 2.8 L. The “5.0 L” marketing designation was not applied until the 1978 King Cobra model. All 302 cu in (4.9 L)-equipped Mustang IIs, except the King Cobras, received updated versions of the classic Ford “V8” emblem on each front fender. The car was available in coupe and hatchback versions, including a “luxury” Ghia model designed by Ford’s recently acquired Ghia of Italy. The coupe was marketed as a “hardtop” but actually had a thin “B” pillar and rear quarter windows that did not roll down. All Mustangs in this generation did feature frameless door glass, however. The “Ghia” featured a thickly padded vinyl roof and starting with 1975 models smaller rear quarter windows, giving a more formal look. 1974 models were: hardtop, hatchback, Mach 1, and Ghia. Changes introduced for 1975 included the availability of an “MPG” model which had a different rear axle ratio for better fuel economy. 1976 added the “Stallion” trim package. The Mach 1 remained through the life cycle 1974–1978. Other changes in appearance and performance came with a “Cobra II” version in 1976–1978 and a “King Cobra” in 1978 of which around 4,972 were built. The 1977–1978 hatchback models in all trim levels were now available with the T-top roof option, which included a leatherette storage bag that clipped to the top of the spare tire hump.

Total GT40 production, from Mk I to Mk IV variants, is estimated to be 105 examples. This includes 4.7- and 7-litre Mk I and Mk II cars, as well as the more radical racing Mk IV, or “J cars,” of which 12 were built. And it includes the seven Mk III cars, which were designed from the start for road use, with extra headlights, softer springs, a detuned V8, and extended rear bodywork to allow for cargo space, among other changes. The GT40 Mk I and Mk II, therefore, comprise the bulk of production, and that includes 31 Mk Is produced for the street. Few have a history as coloured – literally and figuratively – as P/1069, also known as “the Hostage Car.” Built alongside its racing counterparts at Ford Advanced Vehicles in England, the car was completed in mid-February 1967. Finished in Opalescent Silver Blue, it rode on Borrani wire wheels and was powered by a small-block 4.7-litre “Hi-Po” V8, breathing through four Weber carburettors and mated to a five-speed ZF transaxle. It was one of 20 Mk I GT40s earmarked for Ford’s Promotion and Disposal Programme – a press loaner, essentially – and was originally one of six Mk Is slated to go to Shelby American for use among the firm’s field managers. That never happened. In fact, this car wouldn’t reach our shores for decades. Instead, the car went to Switzerland, as a loaner for the dealership run by Georges Filipinetti, who, in addition running the Scuderia Filipinetti racing outfit (with which he campaigned a GT40 and a Cobra Daytona coupe at Le Mans in 1965) had become the official Swiss distributor for Ford Performance. Filipinetti had P/1069’s colour changed to Metallic Borneo Green and displayed it that March at the Geneva Motor Show. Then, it seems, he just kind of kept it for the rest of the year, despite increasing protestations from fellow racing principal John Wyer, who understandably wanted the car for his own promotional purposes. This minor feud earned the car its captive nickname. Back in England by early 1968, P/1069 got road registered as AHK 940F, the designation it still wears today. The car made the rounds, serving as a tester for various motoring journalists, including Denis Jenkinson, who in Motor reported the car’s ZF five-speed to be at the top of his list of “desirable gearboxes,” but only after proclaiming to a friend who’d asked about parking it in London: “I wouldn’t want to take it to London, let alone park it there.” Jenks, you see, had the car for “motoring with a capital ‘M’ not for parking.” He had the right idea. It was back on the Geneva show stand in ’69, before British businessman and fine motorcar aficionado Anthony Bamford purchased it and had it colour-changed again, this time to yellow. The car changed hands at least five times over the next three years, and was painted yet again, this time dark green. At some point in 1972, it suffered fire damage at the hands of its newest owner, the result of an errantly fitted fuel cap as he drove it home for the first time. The subsequent owner had the car restored, which included another colour change, back to yellow. It finally made its way to the States in 1999, and into the hands of Connecticut collector Barney Hallingby, until he traded P/1069, along with a Cobra, a Ferrari 330 GTS and 275 GTB, plus some cash, for an Aston Martin DB4 GT Zagato. Quite the transaction, that. Back to Europe it went, back through a series of hands, until this street GT40 was given a proper retirement racing in vintage events throughout the 2000s and 2010s, including the Goodwood Revival in 2012 and ’13. Under its current ownership, GT40 P/1069 is once again painted Opalescent Silver Blue. And at the 2024 Amelia Island auctions in Florida, it is once again for sale. Eighteen separate owners over the years is no small feat, but perhaps that is the fate of a street car you don’t want to park. How this one will fare when it hits the auction block in Amelia Island in early March is anyone’s guess, although its full documentation from new, and the colourful history it all encapsulates, is sure to boost its appeal. With so few street-going Mk I GT40s produced, ownership opportunities don’t arise often, although, curiously, Mecum just sold a 1966 Mk I in January for £5.5M, including fees. If P/1069 sells within its presale estimate of £3.2M–£4M, you might even call it a bargain.

FORMULA 1 CELEBRATION

We are going to see a lot of special displays throughout the year marking 75 years since the creation of Formula One, and here was the first, which had a French twist to it, featuring cars and drivers from France.

Matra MS 80 from 1969

March 711/721-3 of 1972, driven by Henri Pescarolo

1975 Williams FW04, driven by Jacques Laffite

1976 Alpine A500

Renault RS10 from 1979, driven by René Arnoux

1983 Renault RE40, driven by Alain Prost

Ferrari 156-85 from 1985, driven by René Arnoux

1988 Ligier JS31, driven by René Arnoux

1992 Ferrari F92, driven by Jean Alesi

1994 McLaren MP4/9, powered by Peugeot

Benetton B195 from 1995, Powered by Renault

1997 Williams FW19, Powered by Renault

Jordan 197 of 1997, Powered by Peugeot

Prost AP03 from 2000, driven by Jean Alesi, Powered by Peugeot

2013 Toro Rosso STR8, driven by Jean-Eric Vergne

GENDARMERIE

The display from the Gendarmerie museum featured a couple of historic Renault-Alpine police cars that had seen service back in the day, an A110 and later A310 as well as the current A110 which is used for autoroute policing.

HARTMAN DKW

The Hartmann Formula Junior (circa 1960–1961) was a German front-engined single-seater race car built in Berchtesgaden by Hartmann, featuring a multi-tubular chassis, aluminum body, and Volkswagen-based suspension. It was powered by a 3-cylinder, 2-stroke 998cc DKW engine producing approximately 85 hp.  Key drivers included Heinrich Maltz (factory driver). The cars were built in Bavaria, Germany, by the Hartmann racing team and they competed in the 1959–1963 Formula Junior era, often racing alongside other 2-stroke specials like the Mitter-DKW and Melkus-Wartburg.

HESKETH

The Hesketh 308 and its derived sister model the 308B are Formula One racing cars designed by Harvey Postlethwaite for Hesketh Racing to compete in the 1974 and 1975 World Championships. The car gave James Hunt his first World Championship Grand Prix win in the 1975 Dutch Grand Prix at Zandvoort. The 308 replaced the ageing March 731 chassis that the team had been using since coming into Formula 1 the previous season, and was loosely based on the March design. It was powered by the Ford-Cosworth DFV and when the car was first launched featured conventional front suspension comprising double wishbones with outboard mounted coil-spring damper units. Postlethwaite was looking for a way of fitting simple, lightweight progressive springing to the car and latched onto the idea of using rubber springs after a friend involved in designing rubber damping for buildings in earthquake zones suggested the idea. Early tests in 1974 proved unsuccessful until a special non-creep rubber was developed by the Malaysian Rubber Producers Association. This was formed into springs by the Aeon Products company and following more productive testing results, fitted to the car from the 1975 Argentine GP. Originally, Lord Hesketh had plans to fund and have built a V12 engine to accompany the car, but this never came to pass, and the DFV V8 was used exclusively. Four chassis were built over the three seasons the car competed. On its debut appearance at the 1974 Brands Hatch, Race of Champions, Hunt put the car in pole position. The race was less successful and Hunt spun out in wet conditions on lap four. The 308 made its first Grand Prix appearance two weeks later in South Africa. This time Hunt could only qualify 13th but moved up to fifth place from the start, successfully holding that position until drive shaft failure put him out of the race on lap 65. The following week, Hunt again managed pole position at the International Trophy race at Silverstone in competition with several Grand Prix regulars. This time Hunt managed a stunning victory. From the start, Hunt dropped back with his clutch slipping and with the gear shift knob coming off in his hand. Gradually he overcame these difficulties and worked his way back to the front, eventually passing Ronnie Peterson’s Lotus down the inside into Woodcote corner to retake the lead. This early success for the 308 was not repeated, and as the Grand Prix season progressed, the car proved itself to be quick but unreliable, failing several times with a variety of transmission breakages. Hunt also found himself eliminated in accidents with Tom Pryce, firstly in the Netherlands where Pryce collided with him at the first corner, and then two weeks later in France – although this time Pryce was forced into Hunt after he himself had been hit by Carlos Reutemann. Hesketh continued to steer the team towards greater levels of professionalism, and towards the end of the season, Ian Scheckter was entered in a second car for the Austrian race. Although, largely thanks to engine trouble, Scheckter failed to qualify, some within the team felt that running two cars would do much to improve the team’s chances for the following season. For 1975 the 308 was updated to 308B specifications, with revised bodywork and repositioned oil radiators. The car was even more competitive and Hunt challenged for the victory in Argentina and Brazil before he broke his and the team’s duck at the 1975 Dutch Grand Prix. It would be the team’s only win however. He rounded off the season with several solid placings, which helped Hesketh finish fourth in the constructors’ championship. The team folded at the end of the season as Hesketh could not afford to keep financing his unsponsored team, and Hunt moved to McLaren for 1976. The 308 and 308B cars were sold to privateer teams who achieved little success. Perhaps the most famous post-Hunt Hesketh driver was Guy Edwards who arranged sponsorship with adult magazine Penthouse for 1976, which gained considerable exposure for the team. Edwards tried hard with the car, but did not score any points.

HISPANO SUIZA

At the first motor show after the end of the First World War, the 1919 Paris Auto Salon, Marc Birkigt launched a new luxury model, the H6. For many years the six cylinder Hispano Suiza’s refinement and built quality remained unmatched. In the War, Hispano Suiza had supplied over 50,000 V12 fighter plane engines. For his new top of the line model, Birkigt first intended to use a version of the well proven V12. After some tests he concluded that one bank of a V12 would be more than sufficient to propel the new car. The ‘six’ displaced just over 6.5 litres and featured a single overhead camshaft. Each 35 lb crankshaft was machined from a 600 lb billet, resulting in a very rigid crankshaft. This was typical for Birkigt’s ‘no cost spared’ perfectionism. For the block and head aluminium was used, to keep the weight of the engine down. In the block a six separate steel sleeves formed the cylinders. Ignition was through two coils, with two plugs per cylinder, one on each side of the engine. The overhead camshaft was shaft driven and operated the valves, which were set vertical in the block. This was unconventional setup, which could result in tremendous damage, if a valve dropped in the cylinder. Birkigt was confident in using it, as the valves had never failed on the V12 airplane engines. Finished in black enamel and polished aluminium, the engine was mounted in a conventional ladder frame. It was suspended by a live axle and semi-elliptic leaf springs all-round. The four drum brakes were power assisted by a patented ‘servobrake’ system. The ingenious system used the car’s momentum to slow it down. The brake assistance system took the power from the gearbox, which drove a shaft at 1/64 the speed of the engine. If all else failed, the rear brakes could be activated using a hand lever. Built in Paris and later in the Czech Republic as well, the H6 offered luxury, speed and refinement. Many of Hispano Suiza’s European competitors like Rolls Royce, Bentley and Isotta Fraschini offered one or two of these ingredients, but not until the late 1920s did another manufacturer come up to par with the H6. This complete package did not come cheaply and for a while the H6 was the most expensive European car available. In 1922 the slightly more powerful H6B replaced the H6 and in 1924 the 8-litre H6C was added to the line-up. Production of the H6B ended in 1932 and of the H6C in 1933. Its replacement was the T68 or J12, which was powered by V12 engine, displacing just over 9.4 litres. Today the H6 is still one of the most highly respected models of the vintage and post vintage era. This imposing machine is an H6C with a Kellner body.

HONDA

The Legend is a mid-size luxury car manufactured by Honda from Japan. It was sold in the U.S. and Canada under Honda’s luxury brand, Acura, from 1985 until 1995. It was the first flagship sedan sold under the Acura nameplate, until being renamed in 1996 as the Acura 3.5RL. The 3.5RL was the North American version of the KA9 series Honda Legend. The opportunity for Japanese manufacturers to export more expensive models had arisen with the 1980s voluntary export restraints, negotiated by the Japanese government and U.S. trade representatives, restricting mainstream car sales. The initial success of the Legend and Honda’s Acura division in competing against established European and American luxury manufacturers would lead to Toyota and Nissan creating the Lexus and Infiniti brands, respectively, to compete in the luxury car market. Honda introduced the model in Japan on October 22, 1985, to be their premier luxury model, and in North America for the 1986 model year, as the top of the line model for its then-new Acura lineup. Sedan models came to the market first, powered by a 151 hp 2.5 L C25A V6, with coupes making their first appearance in 1987, powered by a new 161 hp 2.7 L C27A engine. Sedans received the new engine for 1988. The Legend was the first production Honda vehicle to offer a V6 engine. The 1987 Acura Legend LS coupe would be the first Japanese car to offer a driver’s side airbag. The Legend was a result of a joint venture with Britain’s Austin Rover Group called Project XX that started in November 1981 with the Austin Rover-Honda XX letter of intent signed by the two companies to replace the Rover SD1 and to provide a luxury vehicle for Honda. The Rover Company had a long established reputation as a luxury car in the United Kingdom and Europe, demonstrated with the Rover P6, and Honda wanted to introduce a luxury car for both domestic Japanese and the United States markets. The joint development produced the Legend and the corresponding British version was the Rover 800-series, which was badged under the Sterling brand in the United States and competed with the Legend. Rover also wanted to return to the American market when they had reportedly sold only 1,500 cars in 1971, and a brief return in 1980, selling 800 Rover SD1s by offering the Sterling. The Legend won Car and Driver’s Ten Best three years in a row and Motor Trend’s Import Car of the Year for 1987. Manual-equipped models could accelerate from 0-60 mph in under 8 seconds and reach a top speed of 135 mph (217 km/h). Sedan models had a drag coefficient of 0.32, while coupes were only 0.30. When the Legend was introduced, Honda’s newly established luxury car division just for the Legend was called Acura, using the advertising slogan “Precision Crafted Performance”, and the Legend was offered with one factory installed option, the choice of transmission used, and one trim level. In the 1986 sales brochure, the Legend’s full name used was “Legend Touring Sedan”. The vehicle was virtually identical in luxury content to the Japanese market V6Zi, but was identical in size and the longer overall length of the top level V6Xi to comply with United States crash standards, using the larger 2.5 V6 engine. The Technics supplied 80W four speaker cassette tape stereo offered four user programmable equalizer settings, and was equipped with a dual diversity antenna, meaning it had a conventional extendable power antenna and an embedded antenna in the rear window. One of the novelty items was a simple volume control rocker switch and a pre-set radio station channel selector installed on the instrument binnacle within reach of the right hand; the opposite side of the instrument binnacle had a button to open, tilt or close the standard equipped glass moonroof with sun shade. The North American Legend was not offered with some of the items offered in Japan, such as automatic, one-touch climate control, and 100% wool cloth interior in brown. Blue interior was shared with Japan and North America, but brown was not offered in North America, and “sand gray” was offered instead. Exterior colours were matched to only one interior colour choice and leather was not offered. Due to the success Honda had with the Legend, it served as an inspiration for the Subaru Legacy with which it shares many visual resemblances and dimensions both inside and out. In late 1988 for the 1989 model year, the sedan received some minor tweaks, upgrading to the one-piece front headlamps already in use in Japan since the 1985 introduction, a revised front bumper, trunk lid, tail light cluster, and an upgraded double-wishbone rear suspension, with a new alloy wheel appearance. By that time all Legends came equipped with a Honda-designed 4-wheel anti-lock brake system. A driver’s side airbag was now standard on all Legends. Other features such as power driver’s seat memory for 3 positions were added. High-end LS models featured a trip computer, electronic vehicle monitoring system in the centre console and a Bose sound system. It was also joined by the Acura Vigor which set the stage for the larger second generation Legend introduced October 1990. For the 1990 model year, all Legends came with body-coloured side mirrors. Legend coupes had a revised body-coloured front grille, new red & clear tail lights, and improved front seats. LS model coupes also received a trunk-mounted lip spoiler. All LS models featured burlwood interior trim. Production of the first-generation models ended in 1990 as a second-generation version became available for the 1991 model year. At least by the 1990 model year, the fuel filler door on the sedan had been moved rearward about 15 cm (5.9 in). From the exterior, there are only superficial similarities between the Legend and its Rover 800/Sterling cousin. Both cars share the 2.5L and 2.7L Honda engine with 160 hp and a 4-speed automatic transmission. The core structure and chassis design is also common to both cars, however the Rover version has its own exterior panelwork, interior and electrical systems. The Rover was also offered with a 2.0L in-line 4-cylinder engines, however the Legend was only available with V6 power regardless of market. In Japan only, Honda installed a turbocharger with variable geometry in the Legend with the smaller 2.0 L V6, called the “Wing Turbo” for model year 1989.

ISO

This 1965 Iso Grifo A3/C is one of 22 alloy-riveted cars built by Drogo, and is believed to have been displayed at the 1964 Paris Motor Show. First delivered to Tefal founder Marc Grégoire in its current colour. He kept it just a year before it was acquired by artist and sculptor Freddy J Zimmer, who used it around Strasbourg for 14 years. It was later part of the Marcel Petitjean Collection for 40 years, during which time it was painted red. In 2022, the car went back to Italy for a comprehensive restoration and a return to its original colour combination.

ISOTTA FRASCHINI

Cesare Isotta and Vincenzo Fraschini joined forces in Italy in 1899. They were importers and did not offer an Isotta Fraschini until 1901. Carlo Castgna apprenticed at a carrozzeria at the young age of nine and soon took over the company that would become the famed Carrozzeria Castagna of Milan. By 1915 Carlo’s son, Ercole, was at the helm, and he was even more focused on building the best chassis of the day. He established Castagna as one of Italy’s finest carrozzerie, creating coachwork for movie stars, royalty and even the pope. After World War II, faced with a declining demand for special bodies, Castagna struggled, and in 1954 it closed. This car was typically a chauffeur-driven formal car. The original price in 1928 was $20,000. This car has won 2nd place ribbons at Pebble Beach, CCCA Senior car; best of class at Glenmoor, Meadbrook, Cranbrook, best interior, best paint; and numerous other awards. This Tipo 8A S Landaulet, built when both Isotta Fraschini and Castagna were at their peak, was first delivered to Howe Willis, who owned an incredible total of seven Isottas and later became the historian of the Isotta Fraschini Owner’s Association. In 1967 he sold this car to Laverne and Marlene Johnson of Michigan, who kept it for 48 years and showed it at many concours. The current owners purchased the car in 2015.

The rest of the event is covered in a separate report, Part II.