The Lancia Delta HF Integrale became a legend in its own lifetime, buoyed by incredible success in motorsport (it won the World Rally Championship six times between 1987 and 1992) and rave reviews for the road cars.
The second Evolution version of the Integrale – commonly known as the Evo II – arrived in June 1993, and with only 4,223 examples produced, is highly sought-after today. Among that number were 220 Giallo (Italian for ‘yellow’) special editions.
The Delta HF Integrale Evo II is regarded as one of the all-time great driver’s cars, thanks to its homologation special, rally-car-for-the-road status. Its famous 2.0-litre turbocharged ‘Lampredi’ engine is upgraded to produce 210hp, and paired with the four-wheel-drive system that helped Lancia dominate the early years of Group A competition in the WRC.
The Italian job
This particular car was first registered in Turin, where it remained until moving to the UK in 1997. The current owner purchased it in 2013, and in the decade since has dry-stored it, only covering 550 kilometres (342 miles).
Prior to its sale, the car underwent an extensive restoration by Integrale specialists, Prestocar of Lancashire. The fuel pumps and filters, battery, camshafts, belts, hoses and various sensors are among the parts that have been replaced, not to mention the fully serviced front brakes and beautifully refurbished 16-inch Speedline alloy wheels.
As you’d expect, this Integrale comes with plenty of invoices from its time in both the UK and Italy. A ‘historically notable vehicle’ heritage certificate from the Automobile Club of Italy and a no-advisories MOT until September 2024 round out the impressive collection of history and paperwork.
High-value hot hatch
Many examples of the Lancia Delta HF Integrale have been sold across Europe via Car & Classic, fetching anywhere from £25,000 to £60,000. However, the exclusivity, stunning condition and impressive documentation of this Giallo edition could see a six-figure sale price.
Car & Classic’s auction for the 1994 Lancia Delta Integrale Evolution II, in association with Retro Motor, goes live today and runs until 4 October 2023. When the bidding finishes it is expected to fetch more than £100,000.
Somewhat overlooked when compared to their French rivals, Ford hot hatchbacks of the 1990s may represent a case of ‘you don’t know what you’ve got until it’s gone’. The number of fast Fiestas in existence is now finite, but demand for retro Fords on the Car & Classic website is as high as ever.
Affordable prices, head-turning styling (check out those three-spoke alloys) and punchy performance from a 1,596cc turbocharged four-cylinder engine made the Fiesta RS Turbo popular with boy racers back in the day.
As a result, finding examples that haven’t been crashed or modified beyond all recognition is a real challenge. Helpfully, we’ve done the hard work for you…
Praise the Ford
This particular RS Turbo isn’t completely standard, but its easily reversible modifications include a Mongoose exhaust system for a throatier soundtrack, plus Roose silicone hoses for improved reliability.
The Recaro ‘Ascot in Raven’ seats are free of rips and tears, and everything else inside, from the door cards to the dashboard, is in excellent condition. The bodywork is also well presented, with Radiant Red paint that shines like new. The Fiesta wears a fresh set of Falken tyres, too.
Somewhat defying its reputation as a used and abused model, this RS Turbo has clearly been well looked after – with documentation to support this. Original Ford booklets, a large file of invoices, a stamped service book and an MOT until September 2024 (with no advisories) are all part of the package.
Farewell to the Fiesta
Since the Ford Fiesta production ended in July, Car & Classic has seen a sharp increase in the number of online searches for fast Fiestas (up 69.8 percent), with the biggest individual jump made by the XR2 (up 107.3 percent).
Prices seem to be rising as well. A 1991 XR2i sold for £11,750 in October, while a similar 1988 example went for £14,500 last month – a jump of more than 20 percent. The much rarer RS Turbo seems likely to follow the same trajectory.
Car & Classic’s auction for the 1991 Ford Fiesta Mk3 RS Turbo, in association with Retro Motor, goes live on Saturday 23 September 2023 and runs for five days. The sale price is expected to be between £12,000 and £16,000.
The original NSX was Honda’s take on the Ferrari 328 (and subsequently the 348). The Japanese marque reckoned it could beat the Italians at their own game – making a more reliable, more practical and faster supercar for less money.
The NSX (New Sportscar eXperimental) was launched at the 1989 Chicago Auto Show and went on sale in Britain in early 1991. It featured an ultra-stiff and lightweight aluminium chassis, plus a chassis tuned by F1 ace Ayrton Senna.
What are its rivals?
As well as being a Japanese alternative to the Ferrari 348, the NSX also took on the ever-popular Porsche 911.
It sold in much smaller numbers than the Porsche (and even the Ferrari), so there are fewer examples of the NSX in the classifieds today.
Which engines does it use?
Initially, the Honda NSX was powered by a 3.0-litre quad-cam 24-valve V6 with VTEC variable valve timing. But later models, such as the one tested here, saw displacement increased to 3.2 litres.
When this change was made in 1997, power increased to 280hp and a new six-speed manual gearbox was introduced. The NSX 3.2 could hit 62mph in 5.7 seconds and a top speed of 168mph.
The lesser 3.0-litre engine was still available, but only with a four-speed automatic transmission. Obviously, the manual ‘box is vastly preferable in a car of this type.
What’s it like to drive?
To someone more used to modern supercars, the NSX is nothing short of incredible. It feels like a supercar should – hailing from a time when emissions and safety regulations were less stringent.
The wailing V6 is out of this world. You reach the redline at 8,000rpm, but before you get there the VTEC variable valve timing kicks in and you surge down the road in a far more satisfying way than a turbocharged engine could ever manage.
The steering, with its variable power assistance, is incredibly precise. It’s such a satisfying car to drive quickly, with every inch of grip being transmitted through your fingers. You can’t forget this is a mid-engined supercar, which will surely bite if you push beyond its (and your) limits. Yet it’s also surprisingly easy to drive.
Reliability and running costs
This was the NSX’s trump card when it was new – and it’s still the case today. It should be fairly bulletproof, certainly by supercar standards, while servicing won’t break the bank either. You might want to budget for rear tyres, however – they only tend to only last for 6,000 miles or so.
Officially, Honda quotes NSX fuel economy at 22mpg. But venture into the VTEC zone and you’ll be visiting petrol stations just as often as you would in a Ferrari.
Could I drive it every day?
While you’d be mad to run a Ferrari of this era as a daily-driver, the Honda NSX is a slightly more sensible proposition. The interior, while on the bland side, is hard-wearing, and it feels like you could cover longer journeys in comfort.
But – and we often trot out this caveat in the Retro Road Test – it would be a shame to use an NSX every day. It didn’t sell in huge numbers when it was new (people weren’t prepared to stump up the high asking price for a Honda) and it’s even rarer today.
Even the latest, facelift models (such as the car tested here) are nearly 20 years old – and difficult to find today. If you buy one, perhaps get a Honda Jazz for daily duties – the NSX will feel even more special at weekends.
How much should I pay?
You’ll need a budget close to six figures for a really nice original NSX, so it’s no longer the bargain supercar it was. Rave reviews and increasing cult status have seen to that.
Yes, there are faster, newer alternatives out there, but there’s very little – at any price – that feels so special to drive. Stretch your budget for a good one and it should be a good investment.
What should I look out for?
While the NSX is fairly robust, consumables can be costly, so try to find one that’s already had work done. Cambelts need to be replaced every eight years or 72,000 miles, while a new clutch will be an expensive job.
It’s also worth looking for signs of crash damage, of course – check the panel gaps and paint finish. And the more service history a car comes with, the better.
Should I buy one?
Yes. We loved the late-facelift NSX seen here, and values have been on the rise. That said, many find older examples, with their pop-up headlights, more appealing. Go for whichever floats your boat – but we would definitely avoid the automatic gearbox. The manual is really slick and much more desirable.
The NSX should be a fairly easy car to run. And if you buy a good one, you’re not going to lose money on it.
Pub fact
Ayrton Senna’s involvement with the NSX came about when a team of engineers were out testing their new supercar at Suzuka in Japan. The F1 champion was there with McLaren, which used Honda engines at the time, and was encouraged to take the car out for a few laps. He did, and despite Honda making the NSX as stiff as rivals, Senna reported that it was too soft.
Engineers went back to the drawing board, made the NSX 50 percent stiffer and tweaked the chassis to make it better to drive – something they continued to do throughout the car’s production life.
In the case of The Manor of the Automobile – or Le Manoir de L’Automobile – looks can be deceptive. Arriving from the pretty Brittany village of Lohéac – and ignoring the obvious clue of the race circuit on the right-hand side – you might think you’ve arrived at a farmhouse for Cidre Breton and crepes.
However, behind the pretty facade is one of the most remarkable car museums in Europe, with more than 400 vehicles of all types, ages and nationalities on display – including a huge variety of French classics and Group B rally cars.
Le Manoir de L’Automobile is open every day apart from Mondays and entry costs a relatively affordable €14 for adults and €10 for children under 16. We dropped in for a guided tour of this magnificent museum. Keep reading for some of our highlights.
The French connection
Through the dimly-lit reception area and past the obligatory shop, you’re presented with a hall of French veteran and vintage cars, appropriately named the Hall of Ancestors.
Around 35 years ago, Le Manoir de L’Automobile was still a farm. Michel Hommell, who had been collecting cars since the age of 18, purchased the site with a view to housing his ever-growing collection in one place. It took 15 years to complete, with the vehicles displayed in 15,000 square metres of exhibition space.
Citroen Traction Avant
Turn the first corner and you’re greeted with the sight of a pair of elegant Citroen Traction Avants.
Produced between 1934 and 1957, the Traction Avant is considered the godfather of the modern automobile and was the first mass-produced front-wheel-drive car.
A pair of Panhards
Today, the Panhard name exists as a part of Renault Trucks Defense, but the French carmaker stopped building its own cars in the late 1960s.
Some 130,000 examples of the stylish Panhard PL17 were sold before production ceased in 1965.
Alpinestars
The display of Alpine cars is the first hint that Le Manoir de L’Automobile museum might be about to send your jaw hurtling towards the polished floor.
It’s a sea of Alpine Blue and yellow headlights, flanked by backlit dealership logos. Magnifique!
Alpine A110
The original Alpine A110 sports car was based on the Renault 8 Gordini and proved to be a formidable force on the world rally stage.
The current version of the A110 was unveiled at the 2017 Geneva Motor Show and soon gathered rave reviews. Alpine is now entering a new phase as the sportier sub-brand of Renault.
Jaguar XJR-11
From the days when tobacco sponsorship was still permitted in motorsport, and delivered a number of iconic liveries…
The Silk Cut Jaguar XJR-11 must be up there with the Marlboro McLaren and John Player Special Lotus in terms of instant recognition.
Audi Quattro S1
Le Manoir de L’Automobile’s display of Group B rally cars is well worth the €14 entry fee alone.
If this brutal, short-wheelbase Audi Quattro S1 doesn’t grab you…
Nissan 240RS
…then how about this lesser-known Nissan 240RS from the same era?
The rear-wheel-drive Group B rally car was powered by a 2.4-litre four-cylinder engine and raced from 1983 to 1985.
Lancia 037
It’s a Martini Racing overload, with Markku Alén’s Lancia 037 and a Lancia Delta S4 behind it. Count the spotlamps!
Alén and Lancia were joined at the hip throughout the 1980s, with often spectacular results.
Renault 5 Maxi Turbo
In 1986, Carlos Sainz and Antonio Boto finished second in the Spanish Rally Championship in this Renault 5 Maxi Turbo.
Check out the numerous videos on YouTube to see this mid-engined hot hatchback in action.
MG Metro 6R4
Another hot hatchback with its engine in the back, the MG Metro 6R4 was arguably even more extreme. That bodykit still looks like something from Max Power magazine.
In 1986, Didier Auriol won the French National Championship in this very car.
Ford RS200
Kalle Grundel drove this Ford RS200 to third place in the 1986 Swedish Rally, his best ever Group B finish.
Powered by a Cosworth-tuned engine developing up to 450hp, the RS200 was also available as a road car. We want one.
Peugeot 205 T16
It needs no introduction, does it? The Peugeot 205 T16 won the World Rally Championship in 1985 and 1986.
Le Manoir de L’Automobile also includes halls dedicated to Ferrari, Lamborghini, French cars, Formula 1 and more. Make it a stop-off on your next holiday to France. You won’t be disappointed.
A 1988 Ferrari Testarossa first owned by Formula 1 driver Nigel Mansell will head to auction later this year.
The Testarossa marked a significant chapter in the British racing legend’s motorsport career, along with being a desirable classic Ferrari in its own right.
It will be sold as part of RM Sotheby’s London auction, which takes place on Saturday 4 November at Marlborough House.
Enzo’s final appointment
By the late 1980s, Nigel Mansell had established himself as one of the leading drivers in Formula 1. Racing for Williams, he claimed second place in the World Drivers’ Championship in1986 and 1987. Both times, it was ultimately bad luck that denied Mansell the overall title.
A season of disappointment with Williams in 1988 saw Mansell make a bold decision, signing to race for Ferrari in 1989. He was the last Formula 1 driver to be personally chosen by company founder Enzo Ferrari, who died in August 1988.
Commemorating Mansell’s decision to join Ferrari, this Testarossa was presented to the Birmingham-born driver shortly before Christmas 1988.
Original property of The Lion
Mansell’s 1988 Testarossa is one of only 500 examples to have left the factory in right-hand-drive configuration. A combination of red paintwork and cream leather were chosen for the Ferrari.
Correspondence included with the car confirms it was delivered to Maranello Sales, the official Ferrari dealer based in Egham, Surrey.
A 390hp 4.9-litre flat-12 engine is rather less powerful than the 660hp V12 found in Mansell’s F1 company car. Nonetheless, the Testarossa was still capable of 180mph.
Mansell is believed to have owned the Ferrari until December 1993, when it subsequently passed into private ownership.
More F1 memorabilia
Today, the Testarossa retains its original matching chassis and engine numbers. Just over 10,000 miles have been recorded on the odometer, although this was previously replaced.
A metal plaque inside the door commemorates Il Leone’sownership of the Testarossa, as does a fitted luggage set with Mansell’s initials.
The connection with the 1992 Formula 1 World Champion will undoubtedly drive up demand for this Ferrari, as will its low mileage. It comes with a pre-auction guide price of £150,000 to £200,000.
RM Sotheby’s will also host an extensive sale of Nigel Mansell’s personal possessions next month. Previously housed in his own museum, the Legacy Collection auction includes trophies, race-worn helmets and even a motorcycle.
Drive a Mercedes-Benz W123 (officially the ‘W 123’) and you will never look at cars the same way again. Own one and you will never look back.
When it created the W123, Mercedes-Benz left nothing to chance, delivering a worthy successor to the Strich Acht (Stroke Eight) that was every inch the Mercedes-Benz S-Class for the family man.
What are its rivals?
I added a very gold 1982 230E auto to my fleet of old cars back in September 2015. Here are my thoughts on driving and owning a W123.
It would be too much to suggest the Mercedes-Benz W123 is a car without equal, but to some it’s the high watermark in the German company’s long and illustrious history.
As the precursor to the E-Class, the W123’s arch-rival would have been the BMW 5 Series, initially in E12 guise, but latterly as the E28. The BMW was certainly the sportier of the two, but the Mercedes-Benz took quality to new heights.
Other rivals included the Audi 200, Citroen CX, Peugeot 504, Ford Granada, Vauxhall Carlton and Volvo 244, but the W123 truly was in a league of its own.
The project started way back in 1968, and Mercedes-Benz took a no-expense-spared approach. Its sole aim was to build the world’s finest saloon car. By the time it was launched in January 1976, the W123 had been subjected to eight years of rigorous testing, with crash safety at the heart of its development. The engineers in Stuttgart left nothing to chance.
What engine does it use?
The W123 was mostly powered by a range of engines carried over from the ‘Stroke Eight’, but a new 129hp 2.5-litre six-cylinder (M 123) petrol unit was developed for its debut.
Other engines included the 94hp 200 (2.0-litre), 109hp 230 (2.3-litre) and 280/280E, offering 156hp and 177hp respectively. Note, the ‘E’ stands for einspritzung, which is German for injection.
The diesel range included the 55hp 200D, 60hp 220D and 65hp 240D, while the flagship oil-burner was the five-cylinder 300D, which mustered 80hp. The engine range was later revamped to include a fuel-injected 230E (as tested here) and – for some markets – a 125hp 300D turbodiesel.
What’s it like to drive?
You can tell by those power outputs that a W123 is never going to offer autobahn-storming levels of performance, although the six-cylinder 280 models are hardly lethargic.
The four-cylinder diesels and 2.0-litre petrol engines can feel sluggish, especially when trying to keep up with today’s traffic, but the 2.3-litre engine offers the best compromise of performance and fuel economy.
Time seems to slow down when you’re driving a W123, with everything feeling more relaxed and composed. It feels big, with a huge, clutter-free steering wheel giving the impression that you’re a captain steering a land yacht.
Acceleration can best be described as ‘leisurely’ and you’ll be able to recite a few lines of poetry while waiting for the four-speed automatic transmission to engage the next gear. Yet it all somehow adds to the appeal. Sit back and enjoy life in a W123.
It’s the ride comfort that really stands out. Today, you’d probably need to spec Airmatic air suspension to get anywhere close to the softness and suppleness of this car, which seems to float over rough surfaces, smoothing the road out with grace and aplomb. It’s quite literally from a different era, when steel wheels and tyres with large sidewalls ruled the roads.
Reliability and running costs
These things were built to last and intergalactic mileages are not uncommon in a W123. But that doesn’t mean you shouldn’t approach ownership with your eyes wide open, as these cars are up to 40 years old and rust could be a big problem.
That said, a well-maintained example should provide effortless reliability, with potential problems ironed out by a strong network of independent specialists.
Since buying mine in September 2015, I’ve averaged 27.7mpg, which is perfectly adequate for a large, petrol-engined car of the era. I’ve read reports that 30 to 35mpg is possible on a long run, but if fuel economy is your thing, you’ll be better off with the diesel version. Or buying a more modern car.
As for the six-cylinder engines, if you break into the low 20s, you’ll be doing well.
Could I drive it every day?
Absolutely. Two years ahead of its launch, Mercedes-Benz sent a number of W123s around the world for testing, including to faraway places such as South America and Africa. To this day, you’ll find them enjoying active service as cheap-to-maintain runabouts and taxis in many corners of the globe.
A few years ago, it was estimated that some 55,000 W123s could still be found operating as taxis in Morocco.
It’s a surprisingly easy car to drive, with superb all-round visibility and a feeling of lightness, which is unexpected for a vehicle of this type and era. My car weighs 1,360kg, which is a shade lighter than a new Mercedes-Benz A-Class. Don’t expect infotainment screens, iPod connectivity and head-up displays. Do expect a comfortable and relaxed drive to work.
You’re also spoilt for choice when it comes to body styles. At launch, the W123 was available as a saloon and coupe (CE), but in 1977, Mercedes-Benz launched its first estate car, known as the T, for Touring and Transport. The internal designation was S123, with the ‘S’ standing for Stationswagen. Today, the T is the most sought-after model, not least because it can provide reliable everyday transport for growing families.
How much should I pay?
In common with other cars on the cusp of classic status, prices vary depending on condition, mileage and history. According to the latest Practical Classics price guide, you should expect to pay between £1,100 and £8,250 for a 200 or 230, and slightly more for a 250 or 280.
The CE (coupe) models, which are rarer than their four-door cousins, command a sizeable premium – typically twice the price. You’ll spend even more for a low mileage estate car, which are in demand as versatile, everyday classics.
Look after a W123 and you’re unlikely to lose any money. Improve one and you may even make a small profit. In the meantime, simply enjoy what is a sensible and quite delightful everyday classic.
What should I look for?
Although the W123 offered better rust protection than its predecessor, corrosion still has the capacity to kill a mechanically-sound car.
Standard checks apply, such a rot around the sills, jacking points and wheelarches, but there are a number of notorious trouble spots to look out for. These include the front wings, battery tray, inner sills and sunroof opening. Check beneath the underseal, which can hide a multitude of sins.
If you intend to use your W123 everyday, the 2.3-litre engine makes a great deal of sense, offering performance close to that of the six-cylinder units, but with the benefit of improved fuel economy and reduced costs should things go wrong.
It’s still possible to buy new parts from Mercedes-Benz, but a specialist such as Mark Cosovich of W123 World would be a good first port of call for support and advice.
Should I buy one?
If you’re thinking of buying one, don’t hesitate. If, on the other hand, you’ve never previously considered a W123 and fancy a future classic you can drive everyday, put one on your shortlist.
It might not be the most expensive, the cheapest, the quickest or the most beautiful car I’ve ever bought, but it’s arguably the best. Spend some quality time with the W123 and evidence of its craftsmanship will shine through.
Few cars offer such a supreme blend of charm and classlessness. Be warned: once you’ve owned a W123, all other cars might seem rather ordinary.
Pub fact
Production of the W123 saloon came to an end in November 1985, but the estate lived on until January 1986. A total of 2.7 million were built, of which 2,389,140 were saloons, 199,517 were wagons and 99,884 were coupes, with the remainder used for special-purpose bodies, such as ambulances
Around 1,080,000 were exported overseas, with the 240D the most successful model. The 230E was the most popular petrol-engined version of the W123.
One of the truest tests of a vehicle’s greatness is the legacy it leaves behind. The Nissan Skyline GT-R R32 is not only a fantastically capable and exciting sports car, it also established a template still followed by Nissan more than three decades later.
The R32 was launched in 1989, primarily to dominate the Group A class of motorsport. And dominate it did. It won the Japanese Touring Car Championship four times in a row and finished first in two consecutive Australian Touring Car Championships.
Along with trophies, the R32 picked up something else Down Under: its ‘Godzilla’ nickname. It has stuck with the GT-R ever since.
Fast and furious
Four-wheel-drive and four-wheel-steering systems are key to the Skyline’s legendary handling prowess, but the main source of its blistering pace is an extremely adaptable engine. The 2.8-litre turbocharged straight-six in this example produces around 600hp – on par with the Group A racing version.
As you’d expect for a Skyline, the car has been extensively modified. High quality branded parts include a Tomei stroker kit, HKS engine control unit, Denso injectors and Tein coilover suspension.
Care has been taken to create a balanced and usable road car. For example, the R32’s increased turbo boost is matched by appropriate fuelling upgrades, while its greater performance is reined in by bigger brakes.
Gauge your interest
There are also some official ‘OEM’ tweaks on the car, such as a rare Nismo gauge cluster from the early 1990s.
This example spent 30 years on the grit-free roads of Japan before being imported to the UK in 2021, and has been carefully maintained throughout its life. It comes with a full Japanese service history and plenty of paperwork covering its many modifications, plus an advisory-free MOT until next February.
Car & Classic’s auction for the 1991 Nissan Skyline GT-R R32, in association with Retro Motor, goes live today and runs until 22 September 2023. The car is expected to sell for between £30,000 and £35,000.
Unveiled at the Paris Motor Show in 1974, the CX is one of Citroen’s most instantly recognisable cars. Some enthusiasts consider it the final ‘real’ Citroen, as the last car launched before the company was acquired by Peugeot (in what became PSA).
The CX combines many of the features that made upmarket Citroens so beloved, including idiosyncratic design, hydropneumatic self-levelling suspension, a quirky interior and a low drag coefficient.
The latter was so important, in fact, that Citroen named the car after it. ‘CX‘ is the scientific notation used to represent drag coefficient in fluid dynamics.
Back to the future
All this outside-the-box thinking didn’t seem to deter buyers, and the CX found success as a versatile executive saloon. It later went on to claim the title of European Car of the Year in 1975.
This car has only covered 68,000 miles in the hands of its five former owners and has clearly been scrupulously maintained. The original owner’s manual, service books, MOT certificates (the car is now exempt, of course) and even handwritten maintenance notes from the 1970s and 1980s are all supplied as part of the sale.
From an era when Citroen was at its most forward-thinking, the CX also comes with disc brakes, power steering and a robust 110hp 2,175cc engine, all of which are in fine fettle.
Sacré bleu!
The CX’s famously zany interior is also pristine, allowing its next owner to marvel at the rocker-switch indicators, single-spoke steering wheel and bright blue velour upholstery. Frankly no staid-and-sensible German car of the 1970s can compete.
Rarer than the iconic Citroen DS, but with much of the same charm and significance, the CX is a futuristic French fantasy made real.
Car & Classic’s auction for this 1976 Citroen CX 2200 Pallas, in association with Retro Motor, goes live today and runs until 13 September 2023. When bidding closes, the car is expected to fetch between £15,000 and £20,000.
Can’t get enough of ‘real’ Citroens? Car & Classichas another Citroen CX coming up for auction on Saturday.
The Plymouth Prowler stuck a middle finger up at the notoriously tepid American cars of the 1990s. During a decade that favoured playing it safe, Chrysler’s outrageous roadster did anything but.
Inspired by the hot rods of the 1930s, the Plymouth Prowler was – and still is – a very dramatic-looking machine. It is characterised by exposed front wheels with cycle wings, plus a two-piece bumper to cover them.
Other stylistic touches such as the Prowler’s huge haunches, ‘chopped’ convertible roof and wild factory paint colours all bolster its custom car aesthetic.
Seeing the bright
The Prowler Yellow colour seen here, one of 12 offered throughout the car’s production life, might ordinarily be among the more outlandish paint options. However, both Purple Metallic and Inca Gold Pearl make this spec look relatively restrained.
The Chrysler’s muscular appearance is backed up by a lively 3.5-litre 24-valve V6 engine, good for just over 250hp and swift acceleration. Combined with an aluminium body, near 50:50 weight distribution and a rear-wheel-drive layout, the Prowler offers simple, unsophisticated fun.
Just over 30,000 miles have been covered by this Prowler, half of which were in the sunny and dry Californian climate. The car was imported to the UK in 2008.
A modern classic
The Prowler is in impressive condition, with no signs of rust underneath. Its black leather interior only shows minor signs of wear in the expected areas. It also comes with a tow hitch, capable of hauling the custom Prowler trailer available in-period.
The new owner will inherit the original handbooks and workshop manuals, as well as some service history paperwork – including the California title document. The DVLA website reveals a strong MOT history, with no advisories during the last two years, which should offer peace of mind for a car rarely seen on British roads. Its current MOT expires in March 2024.
Car & Classic’s auction of this 1999 Plymouth Prowler, in association with Retro Motor, is now live and runs until 7 September 2023. The expected sale price is between £20,000 and £25,000.
The Manta looks set to join the Ford Puma and Mustang Mach-E as a modern sports-car-turned-SUV – previewed in a new concept shown off by Vauxhall earlier this month. But if an electric Manta SUV doesn’t light your fire, you might be interested in what Car & Classic has to offer.
The original Opel Manta A was launched in 1970 and shared many similarities with its 1968 arch-rival, the Ford Capri. Both were mildly sporting, front-engined, rear-driven coupes, and both proved to be a commercial success.
However, time has been harsher to the Opel than to the Ford, and only around 60 remain on British roads. That makes the Manta a rare sight – especially in this kind of condition.
A manual Manta
This Manta’s 1.9-litre cam-in-head motor was the most powerful engine available in Europe, serving up around 90hp. The four-speed manual transmission is another sought-after option, being far more suited to sporty driving than the three-speed automatic.
First registered in 1972, the Manta was purchased for £1,315.98, and has only seen one additional owner since then. As such, its history has been well preserved, and the car comes with the original sales invoice, manufacturer owner’s manual and service portfolio.
Among the paperwork are invoices for an extensive restoration over 11 years, which was finally completed in 2014, returning the car to excellent condition. The odometer reads 125,757 miles, but the car has clocked up less than 2,500 miles during the past decade.
Cooler than a Capri?
The Manta’s muscular styling is shown off by bold yellow paint and rechromed bumpers. Inside, the sporty, very 1970s interior is highly original, and shows signs of minor wear, but is in impressive condition overall.
Rare, stylish and sporting, an electric SUV this certainly is not. Car & Classic’s auction for the 1972 Opel Manta A, in association with Retro Motor, goes live today and runs until 30 August 2023. When the bidding finishes, the car is expected to fetch between £12,000 and £18,000.
