MEMBERS CARS

Luke Hades  Triumph TR6 was the best-selling Triumph in history when production ended in 1976, but was later surpassed by the TR7. More than 94,000 TR6s were built, ninety percent of them to US specifications.

The TR6 was a refined sports car. It featured pile carpet on floors and boot (trunk), plush-looking bucket seats, a lovely wooden dashboard and a full complement of instrumentation.

In the US, it featured the six-cylinder engine that was carried over from the TR250, while the UK version had a more powerful fuel-injected engine from the TR5 that included the Lucas mechanical fuel injection system. It traces its lineage back to the four-cylinder Triumphs: TR4, TR4A, TR3/TR3A and TR2.

This stylish six-cylinder sports car is regarded by some as the last true Triumph. Others argue that the TR7 and TR8 that followed were far ahead of their time.

The last TR6s were sold in the USA in 1977.

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ROBIN JOHNSONS T2

In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Combi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or “Early Bay”), while models after 1972 are called the T2b (or “Late Bay”).

This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short.^[23] At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.

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FERGAL ROSSITERS Mk 2 GRANADA

The square and straight-lined Granada ’78 appeared in August 1977 and was produced until April 1985 following a mild facelift and attention to drivetrain NVH in 1982. It was a development of the previous car, the main differences being the “Cologne” V6 engine in 2.0 L, 2.3 L and 2.8 L forms replacing the older “Essex” unit (which had never been offered in the Cologne built Granadas), and the introduction of features such as air conditioning and, for the top-price 2.8-litre versions, fuel-injection. In mainland Europe, a 1.7 L V4 was originally available. By the time of its introduction, UK Granada production had been quietly abandoned “for some time”: UK market Granada IIs were imported from Germany.^[18] Internally within Ford, the “Cologne” 1.7, 2.0, 2.3 and 2.8 units were the last derivatives of the ‘V-Taunus’ range of engines.Although most surviving Granada MkIIs feature a body coloured grill, the earlier cars came with a simple black grill regardless of body colour  the design of the rear portion was carried over from the Mark I Granada estate

The coupé was discontinued when the new model began production, although there was a two-door saloon version in certain European markets. A relatively low number of vehicles were also produced with an Indenor four-cylinder diesel engine in 1.9-, 2.1- and 2.5-litre capacities.^[19] Originally only available as four-door sedans (the later 2.5 also as an estate), most of these went to taxi operators, and few survive. The smallest 1.9 was quite underpowered and was soon replaced by the somewhat more powerful 2.1, which was presented as the “Granada GLD” in March 1979 at Geneva. By 1982, this was replaced by the more capable 2.5.

As the range matured another two models were introduced. A sports based Granada was introduced as the Granada 2.8 Injection which had white alloy wheels and a black bootlid spoiler. This model borrowed the 2.8i “injected” engine from the Ghia model range. Towards the end of its production run, the introduction of the 2.0 and 2.3 LX saloon and estate UK marketing packs provided versions with a slightly higher specification than the “base” L models.

A special Ford of Britain only marketing pack edition of the Ghia X model was later introduced as the “Ford Granada Ghia X Executive” which standardised luxury appointments such as the high grade Connolly Leather interior that had previously been an optional fitment. Further refinements such an electric sunroof, electric opening boot on saloons, electric seat adjustment, heated seats, trip computer and air conditioning set the Granada Ghia X above most other cost comparable executive cars available in the UK in the early eighties. There was also a special “Taxi” edition, available only in black, which included a foot-operated “panic button” in the drivers’ footwell which would operate the alarm system. In addition to these two models the range was complemented by estate models which reflected the same appointment levels as the entire saloon range including the Ghia X, but not the Ghia X Executive model.

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DAVY BRENNANS DAIMLER 250

The Daimler 2.5 V8 (or 2½-litre V8) was a four-door saloon produced in Coventry, England by Daimler. Launched late in 1962.Essentially a rebadged Jaguar Mark 2 fitted with Daimler’s particularly smooth 2.5-litre V8 engine and drive-train, a special Daimler fluted (furrowed brow) grille and rear number plate surround, distinctive wheel trims, badges, and interior details (such as a split-bench front seat and a black enamel steering wheel) and special interior and exterior colours with its soft V8 burble a casual observer, though not its driver, might mistake it for a Jaguar Mark 2. Most cars were fitted with power-assisted steering but it was optional. Automatic transmission was standard, manual with or without overdrive became an option in 1967.The 2.5 V8 was the first Jaguar designed car to have the Daimler badge. The Daimler V8 engine was more compact and therefore lighter than the six-cylinder engine used in the Jaguar Mark 2, and weighed approximately 50 kg (“1 cwt”) less. Spring and damper settings were revised accordingly to suit the altered weight distribution. The Daimler’s stance on the road was noticeably different from a Mark 2.Three years after its launch, a Daimler 2½-litre saloon with automatic transmission tested by the Britain’s Autocar magazine in May 1966 had a top speed of 112 mph (180 km/h) and could accelerate from 0-60 mph (97 km/h) in 13.6 seconds. An overall fuel consumption of 19.0 miles per imperial gallon (14.9 L/100 km; 15.8 mpg_-US) was achieved. The test car was priced in the UK at £1,647 including taxes: Rover’s 3-litre with automatic transmission was retailing for £1,770. At the end of 1965, the final drive ratio had been changed from 4.55:1 to 4.27:1, addressing complaints that the car as launched in 1963 had needed to exceed its recommended rev limit in order to reach its top speed, with a corresponding penalty in fuel consumption and engine noise and wear. The testers found the car refined and well equipped with efficient, if rather heavy, brakes. The engine and transmission were felt to be well matched. The car was quiet and smooth but short on low speed torque

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SEAMUS MONAGHANS MERCEDES SL

The R107 took the chassis components of the mid size Mercedes-Benz W114 model and mated them to the larger engines from the S-Class (W116).

The SL variant was a 2-seat convertible/roadster with standard soft top and hardtop and optional folding seats for the rear bench. The SLC (C107) derivative was a 2 door hardtop coupe with normal rear seats. The SLC is commonly referred to as an ‘SL coupe’, but in reality it was an S-class coupe, replacing the former saloon-based 280/300 SE coupé in Mercedes lineup. The SLC was replaced earlier than the SL, in 1981, with a much larger model, the 380 SEC based on the new S class.In September, 1977 the 450 SLC 5.0 joined the line. This was a special version of the big coupé featuring a new all-aluminum five-liter V8, aluminum alloy doors, hood and trunk lid – and a black rubber rear spoiler.

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PETER KAVANGHS MORRIS 8

The car was powered by a Morris UB series 918 cc four-cylinder side-valve engine with three bearing crankshaft and single SU carburettor with maximum power of 23.5 bhp (17.5 kW). The gearbox was a three-speed unit with synchromesh on the top two speeds and Lockheed hydraulic brakes were fitted. Coil ignition was used in a Lucas electrical system powered by a 6 volt battery and third brush dynamo.

The body which was either a saloon or open tourer was mounted on a separate channel section chassis with a 7 feet 6 inches (2.29 m) wheelbase. The tourer could reach 58 mph (93 km/h) and return 45 miles per imperial gallon (6.3 L/100 km; 37 mpg_-US); the saloons were a little slower. The chrome-plated radiator shell and honeycomb grille were dummies disguising the real one hidden behind. In September 1934 the bare chassis was offered for £95.^[2] For buyers of complete cars prices ranged from £118 for the basic two-seat tourer to £142 for the four door saloon with “sunshine” roof and leather seats.^[2] Bumpers and indicators were £2 10 shillings (£2.50) extra.

Compared with the similarly priced, but much lighter and longer established Austin 7, the 1934/35 Morris Eight was well equipped.^[2] The driver was provided with a full set of instruments including a speedometer with a built in odometer, oil pressure and fuel level gauges and an ammeter.^[2] The more modern design of the Morris was reflected in the superior performance of its hydraulically operated 8 inch drum brakes.^[2] The Morris also scored over its Ford rival by incorporating an electric windscreen wiper rather than the more old-fashioned vacuum powered equivalent,^[2] while its relatively wide 45 inch track aided directional stability on corners.^[2]

The Series I designation was used from June 1935 in line with other Morris models, cars made before this are known as pre-Series although the official Morris Motors designation was by the model year (35) even though they were introduced in October 1934. Of the 164,102 cars produced approximately 24,000 were tourers.

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SEAMUS FOXS TRUIMPH STAG

Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet new American rollover standards at the time – the Stag required a B-pillar “roll bar” hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment.

The car started as a styling experiment cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph from the early to late 1960s. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called “Micho”, absolutely loved the design and spirited the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new T2000/T2500 saloon and estate model lines of the 1970s.

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LOCKEY BYRNES BMW 3 SERIES

The first generation was a two-door saloon model only. A factory authorised cabrio version was also built by Baur. The series was superseded by the BMW E30 series.

The cockpit design of the E21 marked the introduction of a new design concept for BMW, with the center console angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

At the E21’s release, three models were available: 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 316 and 318 had single round headlights.

At the 1977 Frankfurt Motor Show, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four-cylinder 320 model was replaced with the 320/6, featuring a 2.0-litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 PS (105 kW; 141 hp). The braking system was also upgraded, with the 323i featuring disc brakes on all wheels.

For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8-litre power unit was revised and entered the market as a 90 PS (66 kW; 89 hp) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8-litre engine raised the 318i to 105 PS (77 kW; 104 hp).

Since there was now also room for a new entry-level model, the 315 powered by a 75 PS (55 kW; 74 hp) 1.6-litre M10 engine made its appearance in 1981.

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PADDY BRENNANS MORRIS OXFORD

After the Second World War the Oxford MO replaced the 10. It was introduced in 1948 and was produced until 1954. The design was shared with Nuffield Organisation stable-mate Wolseley 4/50.

Designed by Alec Issigonis, the Oxford, along with the Morris Minor, introduced unit construction techniques,^{[clarification needed]} although it is not widely recognized as a true unibody car.^{[clarification needed]} Torsion bar front suspension was another novelty, and 8-inch (200 mm) drum brakes hydraulically operated were fitted all around. Under the bonnet, the MO was a step back in technology from the pre-war Ten. It used a side-valve straight-4 rather than the older overhead-valve unit. The single SU-carburetted engine displaced 1.5 L (1476 cc/90 in³) and with its output of 40.5 bhp (30.2 kW) at 4200 rpm could propel the car to 72 mph (116 km/h). The four-speed gearbox had a column gearchange and steering was by rack and pinion.

Interior fittings were reasonably comprehensive by the standards of the time, with a full width shelf under the dashboard and “useful pivoting ventilator panels” (hinged quarterlights) at the front edge of each of the front doors and a rear window blind included in the price.^[9] Instrumentation included an oil pressure gauge, an ammeter and an electric clock.^[9] Also available, albeit at extra cost, was a heater.^[9]

The MO was sold as a 4-door saloon and 2-door Traveller estate with exposed wood. Both were four-seaters. It was replaced by the Series II Oxford in 1954.

The Motor magazine tested a Traveller in 1952 but only attained a top speed of 64 mph (103 km/h) and acceleration from 0–50 mph (80 km/h) in 26.2 seconds. A fuel consumption of 26.4 miles per imperial gallon (10.7 L/100 km; 22.0 mpg_-US) was recorded. The test car cost £825 including taxes.^[8] The final drive ratio had been lowered from 4.55 to 1 to 4.875 to 1 in 1949 “in the interests of top gear acceleration, which still keeping top gear reasonably high, as is …Morris policy”, according to a statement attributed to the manufacture.^[9]

A six-cylinder version was sold as the Morris Six MS.

A commercial vehicle version of the Oxford MO was produced from 1950 to 1956 as a van, pickup, or chassis cab model. It used some of the bodywork of the Oxford MO but with a chassis underneath. This was marketed as the Morris Cowley MCV (see photo, below).

Hindustan Motors India produced this car as the Hindustan Fourteen.

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PAT KIRWANS JAGUAR MARK 2

The Mark 2 gained a reputation as a capable car among criminals and law enforcement alike; the 3.8 Litre model being particularly fast with its 220 bhp (164 kW) engine driving the car from 0-60 mph (97 km/h) in 8.5 seconds and to a top speed of 125 mph (201 km/h) with enough room for five adults.^[10][11][12] Popular as getaway cars, they were also employed by the Police to patrol British motorways.

The Mark 2 is also well known as the car driven by fictional TV detective Inspector Morse played by John Thaw, although Morse’s car was the least desirable version (with its 2.4 L engine, steel wheels and Everflex vinyl roof). It was often pushed into scenes with engine noises dubbed onto the soundtrack in post-production. In November 2005, the car used in the television series sold for more than £100,000 following a total ground-up rebuild (prior to this, in its recommissioned state in 2002 after coming out of storage, it had made £53,000 at auction – some £45,000 more than an equivalent without the history).^[13] In the original novels by Colin Dexter, Morse had driven a Lancia but Thaw insisted on his character driving a British car in the television series. In the late 1980s, it also gained popularity as a popular character in the comedy show “Bread”, written by Carla lane, drove a Mark 2.

In the 1987 British film Withnail and I, a light-gray Mark 2 in very, very poor condition serves as the main transportation for the eponymous main characters failed trip to the English countryside.

A red Mark 2 is prominently featured in the 2011 film The Hot Potato.^[14]

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TOM NEVINS MGB ROADSTERThe roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches (75 mm) shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches (360 mm).

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HUGH BROWNS TRUIMPH STAG

The initial Stag design was based around the saloon’s 2.5-litre engine, and Harry Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam (OHC) 2.5-litre fuel injected (PI) V8. Under the direction of Harry Webster’s successor, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc (3.0 litres) to increase torque. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph’s engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, notably a slant-four cylinder engine used in the later Triumph Dolomite and Triumph TR7, and a V4 variant manufactured by StanPart that was initially used in the Saab 99. The Stag’s V8 was the first of these engines into production. Sometimes described as two four-cylinder engines Siamesed together, it is more correct to say that the later four-cylinder versions were half a Stag engine (the left half in the case of the Triumph engines and the rear half in the case of the Saab). It has sometimes been alleged that Triumph were instructed to use the proven all-aluminium Rover V8, originally designed by Buick, but claimed that it would not fit. Although there was a factory attempt by Triumph to fit a Rover engine, which was pronounced unsuccessful, the decision to go with the Triumph V8 was probably driven more by the wider engineering strategy and by the fact that the Buick’s different weight and torque characteristics would have entailed substantial re-engineering of the Stag when it was almost ready to go on sale. Furthermore Rover, also owned by British Leyland, could not necessarily have supplied the numbers of V8 engines to match the anticipated production of the Stag anyway.^[3]

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JOHN TIMMONS MARK 1 TRANSIT

The first Ford Transit proper was introduced in October 1965, and has been in continuous production in three basic generations to the present day. The van was produced initially at Ford’s Langley facility in Berkshire, England (a former Second World War aircraft factory which had produced Hawker Hurricane fighters), but demand outstripped the capability of the plant, and production was moved to Southampton, where it has remained. Transits have also been produced in Ford’s Genk factory in Belgium and also Turkey. Transits have been produced in Amsterdam for the local market from the mid 1970s until the end of 1981. This factory had ample capacity, since the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981. The Transit is also produced in China for the Chinese market.

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GARY FRAYNES TRUIMPH HEARLD VITTESSE

The Triumph Vitesse was introduced on 25 May 1962, re-using a name previously used by the pre-Second World War Triumph company from 1936–38, and was an in-line 6-cylinder performance version of the Triumph Herald small saloon. The Herald had been introduced on 22 April 1959 and was an attractive 2-door car styled by the Italian designer Giovanni Michelotti. By the early 1960s, however, Triumph began to give thought to a sports saloon based on the Herald and using their 6-cylinder engine. Michelotti was again approached for styling, and he came up with a car that used almost all body panels from the Herald, combined with a new front end with a slanted “Chinese Eye” 4-headlamp design.

Standard-Triumph fitted a 1596 cc version of their traditional straight-6 derived from the engine used in the Standard Vanguard Six, but with a smaller bore diameter of 66.75 mm (2.628 in), compared with the 74.7 mm (2.94 in) bore on the Vanguard, equipped with twin Solex B32PIH semi-downdraught carburettor These were soon replaced by B321H carburettors, as the accelerator pumps proved a problem The curious observer will notice a “seam” on the cylinder block between the third & fourth cylinders revealing the humble design beginnings from the 803 cc Standard 8 block of 1953. The gearbox was strengthened and offered with optional Laycock De Normanville ‘D-type’ overdrive that offered a top gear with a 20% higher ratio (the equivalent change from 3rd to 4th in a standard box, giving more relaxed and economical cruising at the expense of slight oil drag from the pump in the overdrive unit. The rear axle was changed to an uprated differential. Front disc brakes were standard as were larger rear brake drums, and the Herald fuel tank was enlarged, retaining the handy reserve feature (essentially a curved pickup pipe that could be rotated to dip into the last few centimetres of fuel) of the smaller Herald tank. The front suspension featured uprated springs to cope with the extra weight of the new engine, but the rear suspension was basically standard Herald—a swing-axle transverse-leaf system which quickly proved inadequate for the relatively powerful Vitesse. The chassis was basically the same as the Herald, and the Vitesse was available in convertible and saloon forms; a coupé never got beyond the prototype stage. A handful of Vitesse estates also were assembled to special order at Standard-Triumph’s Service Depot at Park Royal in West London.

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TIM MADDENS  VW BEETLE

The Volkswagen Beetle, officially called the Volkswagen Type 1 (or informally the Volkswagen Bug), is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. The car was conceived by Adolf Hitler when he was leader of Nazi Germany and wanted a cheap, simple car; he contracted Porsche in 1934 to design and build it to his exacting standards. Ferdinand Porsche and his team took until 1938 to finalise the design.This is the one of the first rear-engined cars. With over 21 million manufactured (21,529,464)^[8] in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured car of a single design platform, worldwide.

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on when the model was internally designated the Volkswagen Type 1, and marketed simply as the “Volkswagen”. Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for “beetle“) and was later marketed as such in Germany,and as the Volkswagen Beetle in other countries.

The Beetle was designed for sustained high speed on the Autobahn. It ultimately gave rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 bus. The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe’s car production in 1946 to 26.6 percent in 1956. The 1948 Citroën 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen’s own front-wheel drive Golf model succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a “retro”-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the “New Beetle“, built on the Golf platform with styling recalling the original Type 1.

In a 1999 international poll for the world’s most influential car of the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.

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PAT O KEEFES BMW 3 SERIES

The E30 3-Series was produced as four and two door (often referred to as a “coupe”) saloons, two-door convertible (the M3 cabriolet was only offered for the European market), cabriolet by Baur and five-door estate (marketed as the “touring”)

A widened version of the E30 front suspension and the drivetrain from the E30 325i were used in the BMW Z1 roadster.

The BMW M3 utilised a widened and heavily redesigned variation of the 2-door body style. The M3 shares few parts with other E30 models;^[2] however, many M3 parts can be used on the other body styles and are interchangeable offering the consumer an OEM upgrade.

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JOHN ROSSITERS MERCEDES SL

DECLAN MONAGHANS MGB GT

The MGB was a relatively modern design at the time of its introduction, utilizing a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver’s compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.

The MGB’s performance was considered brisk at the time of its introduction, with a 0–60 mph (96 km/h) time of just over 11 seconds, aided by the relatively light weight of the car. Handling was one of the MGB’s strong points. The 3-bearing 1798 cc B-Series engine produced 95 hp (71 kW) at 5,400 rpm. The engine was upgraded in October 1964 to a five-bearing crankshaft in an effort to improve reliability. A majority of MGBs were exported to United States. In 1974, as US air pollution emission standards became more rigorous, US-market MGBs were de-tuned for compliance. As well as a marked reduction in performance, the MGB gained an inch (25 mm) in ride height and the distinctive rubber bumpers which came to replace the chrome for all markets.

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MATSY REILLYS MERCEDES SLC

Starting in 1980, US cars were equipped with lambda control, which varied the air/fuel mixture based on feedback from an oxygen sensor. The 350, 450 and 450 SLC 5.0 models (like the 350 and 450 SL) were discontinued in 1980 with the introduction of the 380 and 500 SLC in March, 1980. At the same time, the cars received a very mild makeover; the 3-speed automatic was replaced by a four-speed unit, the 280 models came with a standard 5-speed (formerly a 4-speed) manual and all five-liter cars gained a black rear spoiler lip.

The C107 SLC has had a successful rally career

The 280, 380 and 500 SLC were discontinued in 1981 with the introduction of the 126 series 380 and 500 SEC coupes. A total of 62,888 SLCs had been manufactured over a ten year period of which just 1,636 were the 450 SLC-5.0 and 1,133 were the 500 SLC. Both these models are sought by collectors today. With the exception of the SL65 AMG Black Series, the SLC remains the only fixed roof Mercedes-Benz coupe based on a roadster rather than a sedan.

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PADDY FARELLS HILLMAN MINX

The New Minx was introduced in 1967 as a stripped version of the Hillman Hunter.^[13] Saloon and estate versions were produced, initially equipped with a 54 bhp 1496 cc 4 cylinder engine.^[13] A 61 bhp 1725cc engine became available in 1968.^[14] The final Minx was replaced by a Hillman Hunter De Luxe model in 1970

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TOMMY HICKSONS MERCEDES FINTAIL

The W110 “Fintail” (German: Heckflosse) was Mercedes-Benz‘s line of midsize four-cylinder automobiles in the mid-1960s. The line was introduced with the 190c and 190Dc sedan in April, 1961,^[1] replacing the W120 180c/180Dc and W121 190b/190Db. The W110 line was refreshed in July, 1965 to become the 200 and Diesel 200D (model year 1966 for North America); at the same time, a six-cylinder 230 (successor to the Mercedes 220) became part of the W110 line. Production lasted just three more years, with the W115 220 and 220D introduced in 1968. This was the first series of Mercedes cars to be extensively crash tested for occupant safety

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ALAN MERRIGANS RILEY ELF

Built as more luxurious versions of the Mini, both the Wolseley Hornet and the Riley Elf had longer, slightly finned rear wings and larger boots that gave the cars a more traditional three-box design. Wheelbase of the Elf and Hornet remained at 2.036 m (6.68 ft), whereas the overall length was increased to {3.27 m (10.7 ft). This resulted in a dry weight of 638 kg (1,410 lb)/642.3 kg (1,416 lb) (rubber/hydrolastic suspension) for the Elf and 618 kg (1,360 lb)/636.4 kg (1,403 lb) for the Hornet respectively.^[30] Front-end treatment, which incorporated each marque’s traditional upright grille design (the Hornet’s grille with a lit “Wolseley” badge), also contributed to a less utilitarian appearance. The cars had larger-diameter chrome hubcaps than the Austin and Morris Minis, and additional chrome accents, bumper overriders and wood-veneer dashboards. The Riley was the more expensive of the two cars.^[31] The name “Wolseley Hornet” was first used on a 1930s sports car, while the name “Elf” recalled the Riley Sprite and Imp sports cars, also of the 1930s. The full-width dashboard was a differentiator between the Elf and Hornet. This better dashboard was the idea of Christopher Milner the Sales Manager for Riley. Both the Riley Elf’s and Wolseley Hornet’s bodies were built at Fisher & Ludlow under their “Fisholow” brandname. Plates in the engine compartment on the right side fitch plate bear evidence of this speciality. Very early Mark I versions of both cars (e.g. press photo of 445MWL) had no overriders on the bumpers and a single piece front wing (A-panel and wing in one piece, no outside seam below scuttle panel) that was soon given up again, allegedly due to cost. The Elf’s and Hornet’s special bumper overriders first appeared in 1962. Early production Mark Is also had a combination of leather and cloth seats (Elf R-A2S1-101 to FR2333, Hornet W-A2S1-101 to FW2105) whereas all later models had full leather seats.^[32] Mark I models were equipped with single leading shoe brakes on the car’s front.

Both the Elf and the Hornet went through three versions. Initially, they used the 848 cc (51.7 cu in) 34 bhp (25 kW) engine (engine type 8WR)^[30] with a single HS2 carburettor, changing to a single HS2 carburettor 38 bhp (28 kW) version of the Cooper’s 998 cc (60.9 cu in) power unit (engine type 9WR)^[30] in the Mark II in 1963. This increased the car’s top speed from 71 to 77 mph (114 to 124 km/h) . Therefore, Mark II cars also came with increased braking power in the form of front drum brakes with twin leading shoes to cope with the increased power output. Both Mark I and Mark II featured four-speed, gearboxes (three synchromesh gears) with rod gear change, a.k.a. “magic wand” type. Automatic gearboxes became available on the Mark II in 1965 as an option. The Mark III facelift of 1966 brought not only wind-up windows and fresh-air facia vents, but disc brakes replaced front drum brakes, too. Concealed door hinges were introduced two years before these were seen on the mainstream Mini. The gear selecting mechanism was updated to the rod type, as seen on all later Mini type cars. Automatic gearboxes were available to the Mark III in 1967 again. Full-four synchromesh gearing was eventually introduced during 1968. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built.^[25] Production ceased in late 1969 when British Leyland decided not to use the Riley and Wolseley brand names anymore.

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TOMMY DWYERS S1

The Bentley S was a luxury car produced by Bentley Motors Limited from 1955 until 1959.

Bentley (and Rolls-Royce)’s first true complete redesign of their standard production car after World War II and their last standard production car with an independent chassis.

These cars were given a new V8 engine in late 1959, and those cars are identified as S2. Twin headlamps and a facelift to the front arrived in late 1962, and those cars are known as S3.

This shape remained in production with those modifications until late 1965 when it was replaced with the completely new chassisless monocoque T series.

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PHILIP SMITHS AUSTIN SOMERSET

The A40 Somerset is an automobile which was produced by the Austin Motor Company from 1952 until 1954. It replaced the A40 Devon and was quite similar to that body-on-frame car, including using the same 1.2 L straight-4 pushrod engine. The engine was updated to produce 42 hp (31 kW),^[5] however giving the car a top speed of 69 mph (111 km/h).

The Somerset featured an updated “Transatlantic” body style designed for export and resembled the larger A70 Hereford. It had a bench front seat and column mounted gear change. The Somerset was initially offered only a 4-door saloon, with a 3-passenger 2-door convertible was introduced in late 1952.^[6] The body of the convertible was made by Carbodies of Coventry and the model was marketed as the Austin A40 Somerset Coupé.^[1] The convertible differed from the saloon in having separate front seats that folded forwards to give access to the rear. The Austin Motor Company in 1953 made a “special” version of around 500 Somerset saloons with a more powerful engine, different interior appointments and two tone paintwork. The Austin Somerset special had a top speed of 74 mph (119 km/h) while the normal saloon could reach up to 70 mph (110 km/h).

Over 173,000 were sold before the Somerset was replaced by the A40 Cambridge in 1954. 7243 of them were convertibles ^[7]

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WILLIAM DICKS WILLYS KNIGHT

In 1915, Willys moved assembly of the Willys-Knight to Toledo, Ohio, but continued manufacturing the engines in Elyria. Willys-Knight introduced a sleeve-valve V8 in 1917, which was sold until 1919.

Willys-Knight enjoyed a production run average of 50,000 cars per year after 1922. Willys also purchased Stearns-Knight of Cleveland, Ohio, which also used a sleeve valve Knight Engine, making that marque the crown jewel in his growing automotive empire.

Willys-Knight production ended in November 1932 (model year 1933) when the company, in receivership, stopped building higher priced cars, and instead focused on the manufacture of the inexpensive but durable Willys 77.

Seven Willys-Knight vehicles including two large trucks and a touring car were used on the Martin and Osa Johnson photographic safari in the remotest areas of Africa.

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FERGUS MOODYS MGB GT

Along with the roadster version the MGB GT became the a Mk II in 1967 and would remain in production as the Mk II until the early 1980’s.  At first the main differences were mainly cosmetic trim details.  These alterations included Rostyle wheels, a new black grille ( the first of many front end styling changes ) and a revised interior with more crash padding.

The MGB GT remained in production throughout the seventies almost unchanged, however in 1974 the range received a drastic new look that was intended to meet ever changing Federal safety standards.  The new facelift consisted of heavy front a rear bumpers that were moulded black rubber and a higher ride height.  Many MGB fans considered this facelift to be unattractive although attitudes have mellowed over the years!

The MGB range was discontinued in 1980 by British Leyland to make way for the new TR7.  Today the MGB GT remains as popular as ever with an endless range of specialists and excellent club support to cater for enthusiasts.

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JOHN WALSHS MARK 1 CORTINA

Using the project name of “Archbishop”, management at Ford of Britain in Dagenham created a family-sized car which they could sell in large numbers. The chief designer was Roy Brown Jr., the designer of the Edsel, who had been banished to Dagenham following the failure of that car.  The Cortina, aimed at buyers of the Morris Oxford and Vauxhall Victor, was launched on 20 September 1962. The car was designed to be economical, cheap to run and easy and inexpensive to produce in Britain. The front-wheel drive configuration used by Ford of Germany for the new Ford Taunus P4, a similarly sized model, was rejected in favour of traditional rear-wheel drive layout. Originally to be called Ford Consul 225, the car was launched as the Consul Cortina until a modest facelift in 1964, after which it was sold simply as the Cortina.The Cortina was available with 1200  and 1500 four-cylinder engines with all synchromesh gearbox, in two-door and four-door saloon, as well as a four-door estate forms. Standard, Deluxe, Super, and GT trims were offered but not across all body styles. Early Standard models featured a simple body coloured front grille, earning it the nickname ‘Ironbar’. Since this version cost almost the same as the better equipped Deluxe it sold poorly and is very rare today. Options included heater and bench seat with column gearchange. Super versions of the estates offered the option of simulated wood side and tailgate trim. In an early example of product placement many examples of the brand new Cortina featured as “Glamcabs” in the comedy film Carry On Cabby.

There were two main variations of the Mark 1. The Mark 1a possessed elliptical front side-lights, whereas the Mark 1b had a re-designed front grille incorporating the more rectangular side-light and indicator units. A notable variant was the Lotus Cortina.

The Cortina was launched a few weeks before the London Motor Show of October 1962 with a 1198 cc 3-bearing engine, which was an enlarged version of the 997 cc engine then fitted in the Ford Anglia.^[2] A few months later, in January 1963, the Cortina Super was announced with a 5-bearing 1498 cc engine.Versions of the larger engine found their way into subsequent variations, including the Cortina GT which appeared in Spring 1963 with lowered suspension and engine tuned to give a claimed output of 78 bhp (58 kW; 79 PS) ahead of the 60 bhp (45 kW; 61 PS) claimed for the Cortina 1500 Super. The engines used across the Mark I range were of identical design, differing only in capacity and setup. The formula used was a four-cylinder pushrod (Over Head Valve) design that came to be known as the “pre-crossflow” version as both inlet and exhaust ports were located on the same side of the head. The most powerful version of this engine (used in the GT Cortina) was 1498 cc (1500) and produced 78 bhp (58 kW). This engine contained a different camshaft profile, a different cast of head featuring larger ports, tubular exhaust headers and a Weber double barrel carburettor.

Advertising of the revised version, which appeared at the London Motor Show in October 1964, made much of the newly introduced “Aeroflow” through-flow ventilation, evidenced by the extractor vents on the rear pillars. A subsequent test on a warm day involving the four different Cortina models manufactured between 1964 and 1979 determined that the air delivery from the simple eye-ball outlets on the 1964 Mark I Cortina was actually greater than that on the Mark II, the Mark III or the Mark IV. The dashboard, instruments and controls were revised, for a the second time, having already been reworked in October 1963 when round instruments replaced the strip speedometer with which the car had been launched:^[2] twelve years later, however, the painted steel dashboard, its “knobs scattered all over the place and its heater controls stuck underneath as a very obvious afterthought” on the 1964 Mark I Cortina was felt to have aged much less well than the car’s ventilation system. It was also in 1964 that front disc brakes became standard across the range.

Lotus Cortina models were solely offered as two-door saloons all in white with a contrasting green side flash down each flank. Lotus Cortinas had a unique 1557 cc twin-cam engine by Lotus, but based on the Cortina’s Kent OHV engine. Aluminium was used for some body panels. For a certain time, it also had a unique A-frame rear suspension, but this proved fragile and the model soon reverted to the standard Cortina semi-elliptic rear end.

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JAMES LAKES SL MERCEDES

SEAMUS DOYLES HILLMAN MINX

The Audax body was designed by the Rootes Group, but helped by the Raymond Loewy design organisation, who were involved in the design of Studebaker coupés in 1953. The car went through a series of annual face lifts each given a Series number, replacing the Mark number used on the previous Minxes; there was no Series IV. The engine was new for the model with overhead valves – a first for a post war Hillman. Over the years the engine grew from 1390 cc (in the Series I and II) to 1725 cc in the Series VI. A variety of manual transmissions, with column or floor change, and automatic transmissions were offered. For the automatic version, the Series I and II used a Lockheed Manumatic two pedal system (really only a semi-automatic), the Mark III a Smiths Easidrive and the V/VI a Borg Warner.

A Series III deLuxe saloon with 1494 cc engine tested by the British magazine The Motor in 1958 had a top speed of 76.9 mph (123.8 km/h) and could accelerate from 0–60 mph(97 km/h) in 25.4 seconds. A fuel consumption of 31.8 miles per imperial gallon (8.88 L/100 km; 26.5 mpg_-US) was recorded. The test car cost £794 including taxes of £265.

There were Singer Gazelle and Sunbeam Rapier variants of all these Hillman Minx models, and the names were again used on derivatives in the later Rootes Arrow range. Some models were re-badged in certain markets, with the Sunbeam and Humber marques used for some exports.

The New Zealand importer/assembler Todd Motors created the Humber 80 and Humber 90, badge-engineered models based respectively on the Minx and Super Minx, as a way to secure scarce additional import licences for CKD assembly kits. Although the 90 was identical to the Super Minx, the cheaper 80 could be spotted by a horizontal bar grille design. The Humber 80 was acknowledged in the 1980s Roger Hall play Prisoners of Mother England, in which a newly arrived immigrant in New Zealand spots one and exclaims: “Humber 80? There’s no such car!”

In Australia, the first of the series V vehicles fitted with all-syncro gearboxes was known locally as the series Va. This little-known fact is rarely referenced within Australia and virtually unknown elsewhere.

The Audax Minx was also built in Japan by Isuzu Motors as the Isuzu Hillman Minx under licence from Rootes between September 1956 and June 1964. Isuzu produced their own unique estate car version, the Isuzu Hillman Express, from 1958 to 1964.

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MICK HUNTS MERCEDES 450 SEL

The ‘new’ S-class generation development began in 1966, which was only a year after the launch of the W108/09. This was the first Mercedes saloon to feature the brand new corporate styling theme which was to be continued until 1993 when the 190 was discontinued. The design, finalized in 1969 was a dramatic leap forward, with more masculine lines that combined to create an elegant and sporty character. The basic design concept was actually inspired from the R107 SL-Class roadster, especially the front and rear lights.

The car was presented in September 1972. The model range initially included two versions of the M110 engine (Straight-6 with 2746 cc of displacement) – the 280S (using a Solex carburetor) and the 280SE (using Bosch D-Jetronic injection), plus the 350 SE, powered by the M116 engine (V8 with 3499cc of displacement). Half a year later two new models powered by the M117 engine (V8 with 4520cc of displacement) were added to the range – the 450SE and the 450SEL (with a 10 cm longer body).

The most notable W116 was the high-performance, limited-production 450 SEL 6.9, which was introduced in 1975, and became the first production car to use an electronic 4-wheel multi-channel anti-lock braking system (ABS) as an option from 1978 on. This model boasted the largest engine installed in a post-war Mercedes-Benz up to that time, and also featured self-leveling hydropneumatic suspension.

The 300 SD sedan (USA and Canada only) had a turbocharged 3.0 L I5 diesel engine developed from the record breaking C111 experimental vehicle.

The 450SEL was named the European Car of the Year in 1974.

Production totaled 473,035 units. The W116 was succeeded by the W126 S-Class in 1979. The W116 was sold throughout Europe, the Americas, Asia, the Middle East, Africa, and Australia.

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JOE HICKEYS STANDARD VANGAURD

The Standard Vanguard is a car produced by the Standard Motor Company in Coventry from 1947 to 1963.

The car was announced in July 1947. It was completely new with no resemblance to the previous models, and was Standard’s first post-Second World War car. It was also the first model to carry the new Standard badge, which was a heavily-stylised representation of the wings of a Griffin.

In the wake of the Second World War many potential customers in the UK and in English-speaking export markets had recently experienced several years of military or naval service, therefore a car name related to the British Navy carried a greater resonance than it would for later generations. The name of the Standard Vanguard recalled HMS Vanguard, the last of the British Navy’s battleships, launched in 1944 amid much media attention: permission to use the name involved Standard in extensive negotiations with senior Royal Navy personnel.

The styling of the car resembled the pre-war Plymouth with a sloping “beetle-back”. Russian media claimed that styling of this car had been in part influenced by Russian GAZ-M20 Pobeda, which had been in development from 1943 and went into production in 1946. In 1952 The Motor magazine stated that the Soviet Pobeda “shows a certain exterior resemblance to the Standard Vanguard”, disregarding the fact that the Pobeda had been launched a year before the Vanguard.In Scandinavia Standard marketed the Standard Ten saloon as the Vanguard Junior.

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JOHN HADES MARK 2 ESCORT

The squarer-styled Mark II version appeared in January 1975. The first production models had rolled off the production lines on 2 December 1974.

Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed “Brenda” during its development, it used the same mechanical components as the Mark I. The 950 cc engine was still offered in Italy where the smaller engine attracted tax advantages, but in the other larger European markets in Europe it was unavailable. The estate and van versions used the same panelwork as the Mark I, but with the Mark II front end and interior. The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I.

This car made a point, with just four body styles, of competing in many different market niches where rival manufacturers had either multiple model ranges or simply none at all. “L” and “GL” models (2-door, 4-door, estate) were in the mainstream private sector, the “Sport”, “RSMexico”, and “RS2000” in the performance market, the “Ghia” (2-door, 4-door) for an untapped small car luxury market, and “base / Popular” models for the bottom end. Panel-van versions catered to the commercial sector.

A cosmetic update was given in 1978, with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.

In 1979 and 1980 three special edition Escorts were launched the Linnet, Harrier and Goldcrest.

Production ended in Britain in August 1980, other countries following soon after.

Rallying

As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L OHC Pinto instead of the OHV, it had a short production span as customers either bought the much cheaper “sport” or the much more exotic “RS 2000” (although the RSMexico was essentially an RS2000 without the ‘droopsnoot’). A “Sport” model was also produced using the 1.6 L Kent. Also a new and potent model was released, the RS1800, which had an 1840 cc version of the BDA engine. It was essentially a special created for rallying, and surviving road versions are very rare and collectible today. There has been a long standing debate regarding how the RS1800 was homologated for international motorsport, as Ford are rumoured to have built one hundred and eight cars out of the four hundred required for homologation.

The works rally cars were highly specialised machines. Bodyshells were heavily strengthened. They were characterised by the wide wheelarch extensions (pictured right), and often by the fitment of four large spotlights for night stages. The BDA engine was bored to 2.0 L and gave up to 250 bhp (186 kW; 253 PS) by 1979. It was complemented by a strengthened transmission, five-speed straight-cut ZF gearbox, five-linked suspension and a host of more minor modifications. In this form, the Escort was perhaps not the most sophisticated of the rear-drive saloon cars that dominated rallying in the late 1970s, but it was reliable and powerful, and good enough to win.

The late 1970s were a very successful period in rallying for Ford. The Mark II Escort continued its predecessor’s unbeaten run on the RAC Rally, winning every year from 1975 to 1979 and winning a variety of other events around the world as well. In the 1979 season of the World Rally Championship, Björn Waldegård took the drivers’ title, Hannu Mikkola was runner-up and Ari Vatanen finished the year in fifth place, all driving Escort RS1800s.

These drivers’ successes throughout the year gave Ford the manufacturers’ title, the only time the company had achieved this until the 2006 season, when Marcus Grönholm and Mikko Hirvonen won title for Ford in Ford Focus RS WRC 06. Vatanen won the drivers’ title in 1981, again at the wheel of an RS1800. This victory came despite the arrival on the WRC scene of the venerable four-wheel drive Audi Quattro. Ford placed in the top three in the manufacturers’ championship for the sixth year in a row

The 1.6 L (1598 cc/97 CID) engine in the 1975 1.6 Ghia produced 84 hp (63 kW) with 125 N·m (92 ft·lbf) torque and weighed 955 kg (2105 lb). For rally use, this can be compared to the 1974 Toyota Corolla which output 75 hp (56 kW) and weighed 948 kg (2090 lb).

The 2.0 L RS2000 version, with its distinctively slanted polyurethane nose, and featuring the Pinto engine from the Cortina, was announced in the UK in March 1975 and introduced in Germany in August 1975, being reportedly produced in both countries. It provided a claimed 110 bhp and a top speed of 110 mph (177 km/h). For acceleration to 100 km/h (62.5 mph) a time of just 8.9 seconds^[14] was claimed by the manufacturers. The 2.0 L engine was also easily retro-fitted into the Mark I, along with the Ford Sierra‘s five-speed gearbox, for rallying and other sports.

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TJ FOLEYS MGB ROADSTER

MG Model B was produced from September 1962 until July 1980 at the Abingdon Works when the last MG B rolled off the production line.  The Plant was closed by Margaret Thatcher as part of the British Government’s Privatization Plan.  The “B” was the successor to the MG A, and because of the popularity of the car became synonymous with the definition of sports car.

In fact when Mazda was creating the first of the MX5 Miata’s their design team used the MG B as the starting point and design model.  North American Export of sports cars became a larger and larger piece of the factory’s sales, and the “B” was the most popular model ever produced.  About a half million MG B’s found their way to this side of the pond.  This makes these cars still affordable as collector cars, and due to their rather primitive (by today’s computerized standards) design still reparable by the shade tree mechanic.  I always say, that if you need a finer adjustment, just use a bigger hammer.  They are easy to repair, and replacement parts are plentiful and inexpensive to get, which makes them a very affordable car to drive.  While some find their way into concours competition, in my opinion, the MG B is a poor choice.  Because they are plentiful by collector standards, they never will achieve a high value, and therefore will rarely reflect the value of the investment to turn a 25+ year old car into a 100 pointer.  Instead, why not capitalize on the lower purchase price, and easy maintainability, and let these little gems do what they do best.  Use ’em, drive ’em, enjoy ’em, and yes love ’em.  Take cross country trips, and picnics, rallies, hill climbs, and all the other club events.   They were made for driving pleasure, so enjoy them. 

As the factory evolved the roadster to meet the tastes and driving conditions of the North American Market the B changed very little over the course of its almost 20 year life span.  Most changes were additions to meet mostly US safety and emission standards.  The change that would have had the most impact never saw the light of day, scheduled for introduction in mid 1981-82 with the introduction of a Rover V8 engine.  Rumors also existed of the introduction of an automatic transmission to market the car to a wider US market.

When first released the 1798cc 4 Cylinder roadster weighed in at about 2,000 pounds and was rated at about 100 Horsepower.  The only major changes to the power train were the addition of electric overdrive as an option in 1963, and going from a 3 main bearing engine to a five bearing engine in 1964 1/2.  Otherwise Abingdon met each new emission and safety requirement by bolting on new parts rather than redesign and retool the factory.  Thus when the last car rolled off the line in 1980 the car had gained 800 additional pounds, and was sporting a whopping 62.5  Horsepower.  The advantage to the existing “B” owners is that parts are mostly interchangeable.  While this is no consolation to the Concours Crowd, it means that most parts for most years are interchangeable.  The only real exception is that the Early B’s 1962-65 still used British Standard Whitworth (BSW) bolts and threads.  After 1965 the factory changed to the US SAE threads, but generally used SAE Fine threads rather than the standard coarse thread found on US Cars.  Want wire wheels, pull the half shafts out from the differential & replace them, or replace the whole rear end, replace the front hubs, and bolt on some wires.  It’s not that hard to do with some simple tools.

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David Burnell’s 2.8Ford CaprI

The Capri Mk III was referred to internally as “Project Carla”, and although little more than a substantial update of the Capri II, it was often referred to as the Mk III. The first cars were available in March 1978, but failed to halt a terminal decline in sales. The concept of a heavily facelifted Capri II was shown at the 1976 Geneva show: a Capri II with a front very similar to the Escort RS2000 (with four headlamps and black slatted grille), and with a rear spoiler, essentially previewed the model some time before launch. The Mk III featured improved aerodynamics, leading to improved performance and economy over the Mk II and the trademark quad headlamps were introduced.At launch the existing engine and transmission combinations of the Capri II were carried over, with the 3.0 S model regarded as the most desirable model although the softer Ghia derivative with automatic, rather than manual transmission, was the bigger seller of the two V6-engined models .In 1981, the 3.0 V6 powerplant was dropped from the line-up, while a new sporty version debuted at the Geneva Motor Show, called the 2.8 Injection. The new model was the first regular model since the RS2600 to use fuel injection. Power rose to 160 PS (118 kW) giving a top speed of 210 km/h (130 mph), but the car still had a standard four-speed gearbox. The Capri 2.8 Injection breathed new life into the range and kept the car in production 2–3 years longer than Ford had planned. The four-speed gearbox was replaced with a five-speed unit early on – at the same time Ford swapped the dated looking chequered seats for more luxurious looking velour trim. A more substantial upgrade was introduced in 1984 with the Capri Injection Special. This development used half leather seating and included a limited slip differential. Externally the car could be easily distinguished by seven spoke RS wheels (without the customary “RS” logo since this was not an RS vehicle) and color coded grille and headlamp surrounds. At the same time the 2.0 Capri was rationalized to one model the 2.0 S, which simultaneously adopted a mildly modified suspension from the Capri Injection. The 1.6 model was also reduced to one model, the 1.6 LS.

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MIKE DERMODYS DKW

Ford Escort Mark I (1968–1974)

Ford Escort Mark I

1971 Escort Mark I estate
Production	Jan 1968–Nov 1974
Assembly	Halewood Body & Assembly, England Saarlouis, Germany Cork, Ireland Nazareth, Israel Homebush, Australia New Zealand Taiwan (Ford Lio Ho, CKD)[1] Genk, Belgium[2]
Body style	2-door saloon 4-door saloon 3-door estate 2-door panel van
Engine	939 cc Crossflow OHV I4 1,098 cc Crossflow OHV I4 1,298 cc Crossflow OHV I4 1,558 cc Lotus Twin Cam I4 1,994 cc Pinto TL20H OHC I4
Wheelbase	94.5 in (2,400 mm)
Length	159.25 in (4,045 mm) (saloon) 160.8 in (4,084 mm) (estate)
Width	61.8 in (1,570 mm)
Height	58.5 in (1,486 mm)
Curb weight	1,690 lb (767 kg)

The Mark I Ford Escort was introduced in the United Kingdom at the end of 1967, making its show debut at Brussels Motor Show in January 1968.^[3] It replaced the successful long running Anglia. The car was presented in continental Europe as a product of Ford’s European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk.^[4] Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims.^[3] At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany.

The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC’s Austin/Morris 1100 was beginning to show its age while Ford’s own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car’s UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the USA.^[5] It was also stated that 60% of the two million Escorts had been built in Britain.^[5][6] In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I.^[7] Many of the German built Escorts were exported, notably to Benelux and Italy: from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12.^[8] Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe’s largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor.The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or 3-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired “Coke bottle” waistline and the “dogbone” shaped front grille — arguably the car’s main stylistic feature. Similar Coke bottle styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) that was launched in 1970.Less than two years after launch, Ford offered a four door version of the Escort.initially, the Escort was sold as a 2-door saloon (with circular front headlights and rubber flooring) on the “De Luxe” model. The “Super” model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 2 door estate was introduced at the end of March 1968 which, with the back seat folded down, provided an impressive 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer.^[9] The estate featured the same engine options as the saloon, but it also included a larger, 7+¹⁄₂-inch-diameter (190 mm) clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon.^[9] A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969.Underneath the bonnet was the Kent Crossflow engine which was also used in the North American Ford Pinto. Diesel engines on small family cars were rare, and the Escort was no exception, initially featuring only petrol engines — in 1.1 L, and 1.3 L versions. A 940 cc engine was also available in some export markets, but few were ever sold.There was a 1300GT performance version, with a tuned 1.3 L Kent (OHV) engine with a Weber carburetor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an “executive” version of the Escort was produced known as the 1300E. This featured the same 13″ road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings.A higher performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying.^[10] It had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5 L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,558 cc. This engine had originally been developed for the Lotus Cortina. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the RS1600 was developed.The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time.^[11] The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort’s greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This gave rise to the Escort Mexico (1.6 L “Kent”-engined) special edition road versions in honour of the rally car.In addition to the Mexico, the RS1600 was developed which used a Kent engine block with a 16-valve Cosworth cylinder head. This engine was essentially a detuned Formula 3 engine designated BDA, for Belt Drive A Series. Both the Mexico and RS1600 were built at Ford’s Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells, making them good for rallying.Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0 L Pinto (OHC) engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.the Escort was built in Germany and Britain, as well as in Australia and New Zealand.

Issigonis’ friend John Cooper, owner of the Cooper Car Company and designer and builder of Formula One and rally cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to see the Mini in the role of a performance car, but after John Cooper appealed to BMC management, the two men collaborated to create the Mini Cooper, a nimble, economical and inexpensive car. The Austin Mini Cooper and Morris Mini Cooper debuted in 1961.^[11][41]The original 848 cc (51.7 cu in) engine from the Morris Mini-Minor was given a longer stroke to increase capacity to 997 cubic centimetres (60.8 cu in) boosting power from 34 to 55 bhp (25 to 41 kW).^[18] The car featured a racing-tuned engine, twin SU carburettors, a closer-ratio gearbox and front disc brakes, uncommon at the time in a small car. One thousand units of this version were commissioned by management, intended for and designed to meet the homologation rules of Group 2 rally racing. The 997 cc engine was replaced by a shorter stroke 998 cc unit in 1964. In 1962, Rhodesian John Love became the first non British racing driver to win the British Saloon Car Championship driving a Mini Cooper.A more powerful Mini Cooper, dubbed the “S”, was developed in tandem and released in 1963. Featuring a 1071 cc engine with a 70.61 mm bore and nitrided steel crankshaft and strengthened bottom end to allow further tuning; and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold until the model was updated in August 1964. Cooper also produced two S models specifically for circuit racing in the under 1,000 cc and under 1,300 cc classes respectively, rated at 970 cc (59 cu in) and a 1,275 cc (77.8 cu in), both had a 70.61 mm (2.780 in) bore and both of which were also offered to the public. The smaller-engine model was not well received, and only 963 had been built when the model was discontinued in 1965. The 1,275 cc Cooper S models continued in production until 1971.Sales of the Mini Cooper were as follows: 64,000 Mark I Coopers with 997 cc or 998 cc engines; 19,000 Mark I Cooper S with 970 cc, 1,071 cc or 1,275 cc engines; 16,000 Mark II Coopers with 998 cc engines; 6,300 Mark II Cooper S with 1,275 cc engines. There were no Mark III Coopers and just 1,570 Mark III Cooper S .The Mini Cooper S earned acclaim with Monte Carlo Rally victories in 1964, 1965 and 1967.^[42] Minis were initially placed first, second and third in the 1966 rally as well, but were disqualified after a controversial decision by the French judges. The disqualification related to the use of a variable resistance headlamp dimming circuit in place of a dual-filament lamp.It should be noted that the Citroën DS that was eventually awarded first place had illegal white headlamps but escaped disqualification. The driver of the Citroën, Pauli Toivonen, was reluctant to accept the trophy and vowed that he would never race for Citroën again.^[45] BMC probably received more publicity from the disqualification than they would have gained from a victory.

TOS QUINNS MGB GT

The final iteration of the P5 appeared in September 1967.Now powered by the 3,528 cubic centimetres (215.3 cu in) Rover V8 enginealso used in the 3500, the car was badged as the “3.5 Litre”, and commonly known as the 3½ Litre. The final letter in the “P5B” model name came from Buick, the engine’s originator. Rover did not have the budget or time to develop such engines, hence they chose to redevelop the lightweight aluminium concept Buick could not make successful. They made it considerably stronger, which added some weight but still maintained the engine’s light and compact features. The Borg Warner Type-35 automatic transmission,hydrosteer variable ratio power steering and front Lucas fog lights were now standard.Output of 160 brake horsepower (120 kW) was claimed along with improved torque.[7] When compared to its predecessor, the aluminium engine enabled the car to offer improved performance and fuel economy resulting both from the greater power and the lesser weight of the power unit.[8]The exterior was mostly unchanged, apart from bold ‘3.5 Litre’ badging, a pair of fog lights which were added below the head lights, creating a striking 4 light array, and the fitting of chromeRostyle wheels with black painted inserts. The P5B existed as both the 4-door coupe and saloon body style until end of production. Production ended in 1973, by when 9099 coupés and 11,501 saloons had been built.

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SEAMUS BOOKLE’S TOYOTA STARLET

Toyota Starlet 1.3 Si (EP71, Japan) Production Oct 1984–Dec 1989 Assembly Japan Jakarta, Indonesia Body style 3-door hatchback 5-door hatchback Layout FF layout Platform P70 Engine 999 cc 1E I4 1295 cc 2E I4 1295 cc 2E-ELU I4

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GER O’BRIENS BEETLE

In 1971, a new Beetle model featuring MacPherson strut front suspension and a redesigned front end was launched alongside the “standard” Beetle, which continued in production. Officially known (and marketed in Europe) as the VW 1302 from 1971 to 1972, and VW 1303 from 1973 onwards, but commonly called Super Beetle, the new stretched nose design replaced the dual parallel torsion bar beams which had compromised trunk space and relocated the spare tire from a near vertical to a low horizontal position. The redesign resulted in a tighter turning radius despite a 20 mm (0.79 in) longer wheelbase, and a doubling of the front compartment’s cargo volume. As with previous models, air pressure from the spare tire pressurized the windshield washer canister, in lieu of an electric pump.

1972 Super Beetles had an 11 percent larger rear window (4 mm (0.16 in) taller), larger front brakes, four rows of vents (versus two rows previously) on the engine deck lid, tail lights incorporating reverse lights, a four-spoke energy-absorbing steering wheel and steering column, and an engine compartment socket for the proprietary VW Diagnosis system.

In 1973, the VW 1303 introduced a curved windscreen, pushed forward and away from the passengers, allowing a redesigned, padded dashboard to replace the pre-1973 vertical dash. A two-speed heater fan, higher rear mudguards, and larger tail lights were added. The changes to the heater/windshield wiper housing and curved windshield resulted in slight redesign of the front hood, making the 1971 and 1972 Super Beetle hoods unique. In late 1973, the well-equipped “1303/Big” special edition was introduced as customers were looking for less spartan cars. These have 15-inch wheels, metallic paintwork, a more luxurious interior, a heated rear windshield, and some other comforts.^[44]For 1974, the previous flat steel bumper mounting brackets were replaced with tubular “self restoring energy absorbing” attachments, effectively shock absorbers for the bumpers, on North American market Beetles. These cars also got stronger “5 mph” bumpers that added an inch to the length of the car. The steering knuckle and consequently the lower attachment point of the strut was redesigned to improve handling and stability in the event of a tire blowout. This means struts from pre-1974 Super Beetles are not interchangeable with 1974–79s.^[45]1975 models featured Air Flow Control (AFC) Fuel Injection on U.S., Canadian, and Japanese Beetles, a derivative of the more complex Bosch fuel injection system used in the Volkswagen Type III, and equivalent to Bosch L-Jetronic. The fuel-injected engine also received a new muffler and the option of an upstream catalytic converter required on some models (e.g. California), necessitating a bulge in the rear apron sheet metal directly under the rear bumper, and replacing the distinctive dual “pea shooter” pipes with a single offset tailpipe, making fuel-injected models identifiable at a glance. Other changes were rack and pinion steering replacing the traditional worm and roller gearbox on Super Beetles, and a larger license plate lamp housing below the engine lid. The front turn indicators were moved from the top of the fenders into the bumper bars on European models.In 1976, the optional Autostick transmission and the Super Beetle sedan were discontinued, with VW continuing to market the standard sedan and VW 1303 convertible. 1976-on convertibles received no significant engineering changes, only a few cosmetic touches and new paint options, including the “Champagne Edition” models (white on white was one example) to the final 1979 “Epilogue Edition” black on black, in salute to the first Beetles produced in the 1930s. 1977 model sedans received front seats with separate head restraints.

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DAVID KIDDS’S MARK 1 GOLF

Like its predecessor the Volkswagen Beetle, the Volkswagen Golf Mk1 has proven to be influential. In continuous production since 1974, the Golf was one of the first widely successful front-wheel drive hatchbacks. In the USA, the Morris Mini, Honda N360 and Fiat 128 saw only limited success, but it was the Rabbit, along with the Honda Civic that sparked another generation of European-derived front-wheel drive American compacts, such as the Dodge Omni, Plymouth Horizon, Ford Escort and Chevrolet Cavalier in the 1980s, just as the Beetle inspired Falcon and Corvair in 1960s and subcompact Vega and Pinto in the 1970s.Replacing the Beetle was a vital goal for Volkswagen’s continued survival. By the early 1970s, the company had fallen into financial difficulties and Beetle sales began to decline sharply. Water-cooled, front-engine, rear-wheel drive small cars began enjoying customer loyalty.The solution arrived with Auto Union. They had attracted a small following with their technologically advanced Audi front wheel drive medium sedans. Volkswagen had acquired the Ingolstadt-based company in 1964 from Daimler-Benz. Audi’s expertise in water-cooled engines and front-wheel drive would be essential in developing a new generation of Volkswagens. The Audi technology in the Golf would regain for Volkswagen the engineering lead over rear drive cars that Ferdinand Porsche had bestowed on the original Beetle over its large conventional peers. The small Golf had to succeed in replacing the high volume Volkswagen sedan. The upmarket Dasher/Passat would be VW’s first front wheel drive car, and it was relatively well received for its lower volume market. The Golf would adopt an efficient “two-box” layout with a steep hatch rather than a formal trunk, which would be later added in the Jetta. The water-cooled engine would be mounted transversely in the front. Work on the Golf began in 1969, shortly after Kurt Lotz became head of Volkswagen.The first Golf (VW internal designation Typ 17) began production in 1974, although it was marketed in the United States and Canada from 1975 to 1984 as the Volkswagen Rabbit and in Mexico as the Volkswagen Caribe. It was a water-cooled, front wheel drive design in a hatchback body style. It featured firmly sprung and damped, independent Macpherson strut front suspension and semi-independent Twist-beam rear suspension, that gave crisp handling and good roadholding, without being too uncomfortable. The Golf was Brazilan Wheels magazine’s Car of the Year for 1976 and Irish Semperit Irish Car of the Year for 1978 and British What Car? magazine’s Car of the Year for 1981.The Golf was designed by Italian automobile architect / designer Giorgetto Giugiaro, of the ItalDesign design studio. Giugiaro had also designed the Alfasud and the Lotus Esprit Mk1.There was a minor facelift in 1980 which saw the adoption of larger rear lamp clusters (more in line with Giugiaro’s original concepts), moulded black plastic bumpers, a new dashboard with a more modern-looking instrument display featuring LED warning lights, and for US versions rectangular headlights, this was the last major update before the arrival of the Mark 2 in 1983.However, air conditioning became available as an option on the domestic market in August 1975.The possibility to retrofit the installation, together with a larger battery, was offered to existing owners.

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PADRAIG SHELLY’S MGBGT

Well the MGB has every single ingredient of the classic British roadster.It has a beautiful and pure shape and vintage rear drive handling that is forgiving, it’s also simple and robust. Of course it isn’t fast by modern standards (at least in four cylinder variants), but its engine has enough torque, even for the enthusiastic driver. And though it is extremely popular with over half a million produced, it’s rare enough to make you feel different in the every day ocean of modern tin boxes.

The MGB was launched in September 1962 as the successor of the MGA. In place of the MGA’s separate chassis was MG’s first unitary bodyshell which made the car stiffer than other contemporary sports cars, although it made it rather heavy too. Its mechanical components were mainly based on the MGA’s parts, the main difference being a 1.8 liter evolution of BMC’s B series engine. Its advantage compared to its forbear was an unprecedented level of comfort for a traditional sports car, which makes the B usable even today as everyday transport. Differences include softer suspension, wind up windows, better seats, bigger boot and cockpit.Not only was the MGB well received by the press at its introduction, it also soon became the fastest selling MG of all time.

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MICHAEL AND COLETTE LAKES MINI

The Mini is a small economy car made by the British Motor Corporation (BMC) and its successors from 1959 until 2000. The original is considered a British icon of the 1960s. Its space-saving front-wheel drive layout – allowing 80 per cent of the area of the car’s floorpan to be used for passengers and luggage – influenced a generation of car makers. The vehicle is in some ways considered the British equivalent of its German contemporary the Volkswagen Beetle, which enjoyed similar popularity in North America. In 1999 the Mini was voted the second most influential car of the 20th century, behind the Ford Model T.This distinctive two-door car was designed for BMC by Sir Alec Issigonis^] It was manufactured at the Longbridge and Cowley plants in England, the Victoria Park / Zetland British Motor Corporation (Australia) factory in Sydney, Australia, and later also in Spain (Authi), Belgium, Chile, Italy (Innocenti), Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia. The Mini Mark I had three major UK updates – the Mark II, the Clubman and the Mark III. Within these was a series of variations, including an estate car, a pick-up truck, a van and the Mini Moke – a jeep-like buggy. The Mini Cooper and Cooper “S” were sportier versions that were successful as rally cars, winning the Monte Carlo Rally four times from 1964 through to 1967, although in 1966 the Mini was disqualified after the finish, along with six other British entrants, which included the first four cars to finish, under a questionable ruling that the cars had used an illegal combination of headlamps and spotlights.On introduction in August 1959 the Mini was marketed under the Austin and Morris names, as the Austin Seven and Morris Mini-Minor.^[14] The Austin Seven was renamed to Austin Mini in January 1962 and Mini became a marque in its own right in 1969. In 1980 it once again became the Austin Mini and in 1988 the Rover Mini

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JOEY O NEILLS LANDROVER

Land Rover is a British car manufacturer with its headquarters in Gaydon, Warwickshire, United Kingdom which specialises in four-wheel-drive vehicles. It is part of the Jaguar Land Rover group, a subsidiary of Tata Motors of India.^[4] It is the second oldest four-wheel-drive car brand in the world (after Jeep).The Land Rover name was originally used by the Rover Company for one specific vehicle model, named simply the Land Rover, launched by Rover in 1948. Over the following years it developed into a marque encompassing a range of four-wheel-drive models, including the Defender, Discovery, Freelander, Range Rover, Range Rover Sport and Range Rover Evoque. Land Rovers are currently assembled in the company’s Halewood and Solihull plants, with research and development taking place at JLR’s Gaydon and Whitley engineering centres. Land Rover sold 194,000 vehicles worldwide in 2009.Although the brand originates from the original 1948 model, Land Rover as a company has only existed since 1978. Prior to this, it was a product line of the Rover Company which was subsequently absorbed into the Rover-Triumph division of the British Leyland Motor Corporation (BL) following Leyland Motor Corporation’s takeover of Rover in 1967. The ongoing commercial success of the original Land Rover series models, and latterly the Range Rover in the 1970s in the midst of BL’s well documented business troubles prompted the establishment of a separate Land Rover company but still under the BL umbrella, remaining part of the subsequent Rover Group in 1988, under the ownership of British Aerospace after the remains of British Leyland were broken up and privatised. In 1994 Rover Group plc was acquired by BMW. In 2000, Rover Group was broken-up by BMW and Land Rover was sold to Ford Motor Company, becoming part of its Premier Automotive Group. In 2006 Ford purchased the Rover brand from BMW for around £6 million. This reunited the Rover and Land Rover brands for the first time since 2000 when the Rover group was broken up by BMW. In June 2008, Ford sold both Land Rover and Jaguar Cars to Tata Motors. This sale also included the dormant Rover brand