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Great Motoring Disasters: Seat Toledo Mk3

May 16, 2023

You could sort of see the logic, but not the beauty. True, the Seat Toledo had never been automotive eye candy, but when the Mk3 version arrived in 2004, it suddenly became a whole lot easier to appreciate the modestly inoffensive aesthetic of versions one and two.

The original Toledo of 1999 (pictured below) was a five-door hatchback that looked like a saloon. Designed by ItalDesign’s Giorgetto Giugiaro, it was distinctive for the arrow-like shape of its rear doors, and road manners rather better than you would expect of a budget machine aimed mainly – and very successfully – at Spanish taxi drivers.

They liked its spacious back seat, enormous boot, keen pricing, mechanical robustness and local build. The Toledo was based on the innards of the Volkswagen Golf Mk2, and in GT form it proved surprisingly adept and very enjoyable to drive. This despite its cabin’s habit of exfoliating plastic trim under the duress of big bumps, high heat and hard cornering. Most early Toledos ended up with at least one piece of plastic trim surfing the carpet, and often a small shoal.

Putting the boot in

The Toledo Mk2 (picture below) was simply a Leon hatchback with a boot. The latter was quite a handsome hatch and it sired a reasonable-looking Toledo, which was more sophisticated and better made. Its interior components also tended to stay where they had been screwed, clipped or glued.

Yet it was less distinctive, despite the option of a 2.3-litre Volkswagen V5 engine that made for a subtly swift machine. Keen prices and a tempting pile of equipment produced a good package, especially as it was reliable. And like the previous Toledo, its boot was enormous, once again endearing it to Spanish cabbies.

In Britain, however, this Toledo was completely overshadowed by its Leon sister. The handsome styling and performance orientation of the hatchback being one of the high-points of Seat’s short history.

Licence to build

Sportiness and big boots, then. Seat was becoming known for both by the time the second-generation Toledo entered production, but the brand was also infamous within the car industry as the Volkswagen Group’s problem child. Lack of profit was the issue, along with a shortage of ideas on how to make one.

Most of the brands in VW’s ever-growing portfolio had long histories and a strong sense of the kind of cars they should be making. Seat, by contrast, had started life as a licensed builder of Fiats during the early 1950s, and while it had occasionally gone its own way during this era – most impressively with the pretty 1975 1200 Sport coupe – it was more an assembler than a creator of cars.

The breakdown of its relationship with Fiat in 1982 produced one-and-a-half cars of its own making. The half was the Seat Ronda, which was an obvious evolution of Fiat Strada that it had just finished making. The entire car was the 1984 Ibiza – the first SEAT developed during its brief period of independence, albeit with substantial help from ItalDesign and Porsche, whose engineering consultancy helped develop the car’s so-called ‘System Porsche’ engines.

By this point, the company was already making Volkswagens, the two firms rapidly edging closer until VW took a 51 percent share in Seat in 1986.

‘The Spanish Alfa Romeo’

Volkswagen’s investment saw Seat continue to develop new models using VW platforms, its Polo-based Ibiza Mk2 proving a big hit – and not only in Spain. VW boss Ferdinand Piech’s decision to place Seat under Audi management roof in 2002 – along with Lamborghini – saw the Spanish brand attempt to provide Alfa Romeo-like cars at keener prices.

Then, having allegedly decided to head this way, the company proceeded to develop a series of family-oriented models, starting with the Altea: a not-unattractive cross between a hatchback and a higher-riding MPV. Then came the Leon Mk2, and shortly after that, the third Toledo.

All these had several things in common beyond their Volkswagen Group platforms and powertrains. Which was that they were essentially the same car, but in different heights and lengths. The trio shared the same nose, all had flanks sporting an unmissable descending crease line vaguely suggestive of sportiness, and all were the work of a Walter da Silva-led design team that included Brit Steve Lewis. Lewis had a major influence on the trio, and later became Seat’s overall design boss.

Space over style

Both the Leon and Altea were good-looking designs with some contemporary flair. The Toledo, by contrast, was less happy. Most of it was the same as the Altea for budget reasons, severely limiting the designers’ scope. But in order to provide it with a reason to exist, they had to add the Toledo’s trademark big boot. And from the rear there was no mistaking it had a very large boot indeed, its back end protruding like Kim Kardashian’s, if rather less arrestingly.

What it looked more like, in fact, was the back end of another big miss from Europe’s car industry during the early part of this century: the Renault Vel Satis. The latter was executive car that has almost finished sinking without trace. And the 2005-08 Seat Toledo looks like heading the same way.

Although the Altea robbed it of many customers, the effect of the third-generation Toledo’s arrival was much the same as jabbing a balloon with a knife. Functionally it was great, providing a boot big enough for an ambitious camping holiday – or indeed many balloons – but buyers weren’t interested.

A Rapid recovery

Toledo sales tanked, tumbling from 39,000 in 2004 to 21,000 the following year. And this was nothing to 2005’s spectacular plunge to below 9,000, then less than 5,000 the year after. Strangely, there were slightly more Toledos sold in 2008, but by then it was all over. The last few hundred cars were sold in 2009.

After the collapse came a hiatus, while Seat wondered what to do next. The answer came with the opportunist 2012 Toledo, otherwise known as the Skoda Rapid, the two cars being near-identical. And yes, both have big boots.

Now that Seat is pursuing family SUVs, it’s quite possible that the Toledo will not return, but with it dies a once-major piece of Spain’s car-making history. However, the Toledo’s best year was its first, when the Mk1 sold an impressive 106,000 examples – many more than the Mk3 managed during its entire back-end-blighted life.

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Land Rover Discovery 1, 2, 3 and 4: Retro Road Test Special

May 15, 2023

For a while, the success of the latest Land Rover Defender put the future of the Discovery in doubt. But rather like the car itself, the Discovery name simply keeps on going.

The ‘Disco’ has a long heritage that stretches back to 1989. It’s the upmarket family SUV that doesn’t make any excuses when it comes to rough terrain.

We visited Eastnor Castle in Herefordshire, Land Rover’s test playground for more than 60 years, to see how the first four generations of Discovery have stood the test of time.

Land Rover Discovery 1

Competition from Japan in the 1980s saw Land Rover losing customers to vehicles such as the Isuzu Trooper and Mitsubishi Shogun. The Defender was too basic for the emerging lifestyle market, while the Range Rover was too expensive.

In September 1989, the three-door Discovery was launched, with the five-door version following a year later. Prices started at a very reasonable £15,750, and more than 20,000 were sold within its first 12 months. The Discovery was a success from the start.

The model I’m driving at Eastnor is a 1991 three-door Discovery, powered by the 200 Tdi 2.5-litre turbodiesel engine. This was the only diesel on offer in the Discovery’s early days. Buyers could also opt for the thirsty and not-particularly-thrilling 3.5-litre Rover V8, which used SU carburettors to differentiate it from the Range Rover.

Before we even get to what it’s like to drive, we need to talk about the Discovery’s interior. Land Rover commissioned Conran Design to work on the cabin and, even today, it’s certainly distinctive. Buyers got a choice of two colours: Sand or Blue. The example here is finished in the former – a much nicer hue than the dank, wishy-washy Blue.

It’s more car-like than the Defender, yet still very ‘lifestyle’. There is a built-in sunglasses holder and map pockets hanging from the roof. Big windows and slim pillars give you a great view of the road ahead.

As we meander through Eastnor’s deer park, there’s plenty of opportunity to enjoy that view. Swift the Discovery is not, taking more than 17 seconds to reach 60mph. Although it’s apparently capable of 92mph, we’re happy keeping the speed down as the steering gets more than a tad vague at speed.

Taking a laid-back approach works well with the gearbox, too – finding the right gear isn’t something that can be done in a hurry. It’s all part of the charm of driving an older vehicle, but it’s hard to believe this was seen as civilised and car-like back in 1989.

Land Rover Discovery 2

Although the Discovery received quite a significant mid-life facelift in 1994 (including a redesigned diesel engine and toned-down interior), the next major change came in 1998. The second-generation Disco was launched on BMW’s watch and, while it looked very similar to the original, it was heavily reworked.

Based on the same chassis as its predecessor, this Discovery was larger, allowing for increased practicality. Quality was also much improved, with much smaller panel gaps, while the interior was brought up-to-date.

One of the biggest changes was the arrival of the five-cylinder turbodiesel engine, the TD5. The same powertrain found in the Defender, here it produced 136hp and was good for 60mph in 14.1 seconds.

However, that isn’t the engine we’re testing at Eastnor. Nope, the Discovery 2 here is powered by a 3.9-litre Rover V8 producing 185hp (enough for 60mph in 10.5 seconds). The stats aren’t really what this car is all about, though. Even after driving the 200Tdi, the V8 Disco 2 doesn’t feel fast.

It does sound fabulous, though. And as you might have guessed from the pictures, this is no ordinary Discovery.

Finished in Tangiers Orange, this example was used during one of the American stages of Land Rover’s first G4 Challenge. Held in 2003 and 2006, the G4 Challenge was a spiritual successor to the Camel Trophy and put participants (and vehicles) to the test in trials across the world.

Modifications fitted to all Discoverys included a Safety Devices roof rack, Warn winch and roof lights, a Mantec sump guard and a raised air intake.

Land Rover Discovery 3

Even following a facelift in 2002, the Discovery 2 was feeling very old-fashioned by the end of its life in 2004. Thankfully, the Discovery 3 represented the biggest change in the car’s history.

Built under Land Rover’s latest owner, Ford’s Premier Automotive Group, the Discovery 3 didn’t have a single part carried over from the previous model. As before, it was available with five or seven seats, plus a choice of petrol and diesel engines.

Despite being extremely heavy (2,500kg), a Jaguar V8 could propel the Disco 3 to 60mph in eight seconds flat – although most buyers opted for the far-more-sensible Peugeot/Citroen-sourced TDV6 diesel engine. That’s the model we’re driving here, which can hit 60mph in a steady 12.2 seconds.

Or it does on paper, at least. Yes, this is another G4 model, equipped with all the associated gear – from a winch to a roof rack. You might also have spotted that it’s wearing an ‘08’ plate, and we’ve already said the G4 Challenge only ran in 2003 and 2006…

That’s because there was meant to be a third G4 Challenge in 2009. It never happened, though, with Land Rover citing the economic downturn and need to prioritise new product launches as the reason for its cancellation. This Discovery is one of the few recce vehicles prepared for the event before it was axed.

After driving the older Discovery, the D3 is a revelation. It feels much more upmarket, with almost Range Rover levels of quality. Prices when new started at £26,995, with the V8 version from £37,995.

All but the most basic models featured self-levelling air suspension, along with a host of clever features, from adaptive headlamps to hill-descent control. The electronics make it an incredibly competent and easy-to-drive off-roader.

Diagrams on the infotainment screen show you what each wheel is doing, while a Terrain Response dial lets you flick between different off-road modes, from Snow to Sand.

Land Rover Discovery 4

Visually, the Discovery 4 appears to be little more than a facelifted Discovery 3. Gone is the black bumper trim (it was actually colour-coded as part of a mid-life facelift for the 3), while the front and rear lights are ever-so-slightly different. Technical changes were more in-depth, however.

While the entry-level GS initially stuck with the 2.7-litre TDV6 diesel engine, it grew to 3.0 litres in other models, offering the performance that the diesel Discovery 3 always lacked. By the end of the Discovery 4’s life, the only engine was a 256hp 3.0-litre SDV6.

That’s the engine we’re trying at Eastnor, and there’s no doubt that it’s surprisingly swift: hitting 60mph in 8.8 seconds.

Less impressive, though, is how dated the Discovery 4 feels. The infotainment system looks archaic – it’s difficult to believe this particular car dates from 2015 – and little has changed since the Discovery 3 was launched in 2004.

The feeling of invincibility – that you could go anywhere and the car’s systems would look after you – wasn’t lost over time, though. Combine that with rugged good looks and a practical interior and the Discovery maintained its winning formula, developed over these first four generations.

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Auction Car of the Week: 1971 Jensen Interceptor MkII

May 12, 2023

The Jensen Interceptor is an icon of British motoring, yet this sophisticated and effortlessly stylish GT is also characterised by its international influences.

The Interceptor was one of Italian coachbuilder Carrozzeria Touring’s final projects, before it closed (for the first time) in 1966. And its powertrain came from America, in the form of a muscular, big-capacity Chrysler V8.

Perhaps this mix of influences is what gives the Interceptor such a wide-ranging appeal. Today, it makes for a sought-after and very usable classic car.

Window on the past

The Interceptor is fast and comfortable on the road, thanks to power-assisted steering, forgiving suspension and upwards of 300hp from its V8 engine. Features such as rear seats and a distinctive wraparound rear window make it more practical than a supercar, too.

Any student of Interceptors will be aware of the unfortunate trait that befalls so many examples: a propensity to rust seemingly anywhere and everywhere.

This example, thankfully, has all the hallmarks of an Interceptor free of corrosion. It has been professionally dry-stored and boasts a detailed service history from renowned Jensen specialists Cropredy Bridge.

Jensen on the button

In 2015, the car was resprayed by Malton Coachworks, changing the exterior colour from its original Oakland Green to a more modern – but still period-authentic – Gunmetal Grey.

This right-hand-drive 1971 Interceptor MkII is one of only 696 examples produced and, 52 years after its first registration, is surely one of the best examples available.

Car & Classic’s auction of Interceptor, in association with Retro Motor, is now live – and runs until 17 May 2023. Past prices for Jensen Interceptors sold on Car & Classic, the largest online marketplace for classic vehicles in Europe, have ranged from £20,000 to £60,000.

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Le Mans legend: ex-works Porsche 962 heads to auction

May 10, 2023

The Porsche 962 is one of the most recognisable and successful vehicles in motorsport history, helping the German marque to dominate sports car racing in the 1980s.

One of the cars from Porsche’s Group C programme is now heading to auction, offering a rare chance to own a Le Mans legend.

It forms part of the RM Sotheby’s Le Mans Centenary sale, commemorating the 100th anniversary of the epic French endurance race.

Building on the 956

The Porsche 962 was developed from the highly successful 956 prototype racer, following a change in rules for the North American IMSA GTP Championship.

It used an aluminium monocoque chassis, with a stretched wheelbase in 962 form, plus a turbocharged flat-six engine at the rear.

Porsche built 91 cars in total, keeping 16 for official factory use. Introduced at the end of 1984, the 962 remained competitive into the 1990s.

Driven by eight Le Mans winners

The vehicle up for auction is one of the three works 962s assigned to the Rothmans Porsche factory team for the 1985 and 1986 seasons. Its racing debut came at Le Mans in 1985, driven by John Watson, Vern Schuppan and Al Holbert.

Qualifying in fifth position, chassis 004 ran as high as second place in the race, becoming the leading works Porsche 962. However, crankshaft failure eventually struck after 21 hours of racing.

After competing in other events, the 962 returned to Le Mans in 1986. Piloted by Bob Wollek, Jochen Mass and Vern Schuppan, chassis 004 started the race in pole position. Sadly, despite battling for the lead, an oil spill saw the Porsche eliminated in the middle of the night.

The 962 was later sold to the privateer Joest Racing team, competing until the end of the 1988 season. This included an impressive fifth-place finish at Le Mans that year, beating a Porsche factory entry.

A truly special Porsche

Having spent its recent years in a private collection, the 962 has been fully restored back to works specification.

It was driven by motorcycle racing legend Valentino Rossi at the Goodwood Festival of Speed in 2017, and has made appearances at other historic events.

This is the first time a factory Rothmans Porsche 962 has been publicly offered for sale. Even among all the examples of the 962 produced, this is a very special car indeed.

The RM Sotheby’s Le Mans Centenary Auction will reveal just how valuable this Porsche is, when it crosses the block on 9 June 2023. Other notable cars in the sale include a 1997 Chrysler Viper GTS-R, 1984 Lancia LC2 and 1993 Jaguar XJ220C.

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Auction Car of the Week: 1973 Aston Martin Vantage

May 5, 2023

‘Vantage’ is one of the most evocative names in the British car industry. The badge was originally used to denote high-performance variants of Aston Martin models. However, about 50 years ago, Vantage became a car in its own right.

Just 71 examples of the original Aston Martin Vantage were manufactured between 1972 and 1973, and this particular example – Retro Motor’s pick for Auction Car of the Week, in association with Car & Classic – is Vantage number 56.

Despite the performance denoted by the Vantage name, the most enduring quality of this car is surely its muscular, William Towns styling. The Vantage’s design incorporates elements of several previous sports cars, including a DB6-style front grille and 72-spoke wire wheels (the last Aston Martin to wear them).

Cornish cream

The genius of the Vantage’s design is reflected in its influence on contemporary models, particularly the one-off Aston Martin Victor, which shares its beady headlights, aggressive bonnet and complex wheel architecture.

This car is highly original and wears its Cornish Gold paint with confidence. The interior features a practical 2+2 seating arrangement, which, love it or hate it, is upholstered in very-1970s Olive Green leather.

The mechanical underpinnings of the Vantage are also factory-spec, meaning its 50:50 weight distribution is intact, as is the tuned triple-carburettor straight-six engine – originally from a DB6.

Add Vantage

In its prime, the Vantage was good for around 150mph, plus a 0-60mph time of less than seven seconds. The car’s balance and lightness – when compared to the younger, V8-powered version – mean it can still be enjoyed as a driver’s car today.

While the Aston Martin is in great condition, it is not concours-spec, making it a great example for a future owner to actually use. Hopefully this Vantage will see thousands more elegant and exciting miles added to its odometer.

Car & Classic’s auction for the Aston Martin Vantage is now live – and runs until 8pm on 10 May 2023. The car is expected to sell for between £65,000 and £75,000.

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Great Motoring Disasters: Cadillac Allante

May 4, 2023

When it comes to building cars cost-effectively, it’s generally a good idea to manufacture the body somewhere in the vicinity of the final assembly line.

Next door is ideal, the freshly stamped and welded body immediately making its way to the paint shop, before being baked, undersealed and despatched to a moving conveyor that sees it assembled into a complete car.

It’s a manufacturing sequence that most car manufacturers follow, although there have been a surprising number of models with bodies built on sites some distance away.

Rolls-Royce used to buy in shells for its Silver Shadow and Silver Spirit from British Leyland, for instance, which manufactured them in what is now the BMW Mini factory in Oxford. And today, a Roller’s body shell comes from Germany.

Ferrari sourced bodies from coachbuilder Scaglietti, and Lamborghini from Goldencar, both of them local to their factories near Modena.

Less clever was British Leyland’s habit of transporting primered bodyshells around the Midlands during the 1960s and 1970s – a pretty inefficient activity when most of a raw shell is air.

Cadillac and Pininfarina

That was nothing to the manufacturing process that produced the Cadillac Allante, though. This two-door convertible, which debuted in 1986 as an alternative to the Mercedes-Benz SL and Jaguar XJS, was the progeny of America’s most upmarket carmaker and the Pininfarina design house.

Cadillac had flirted with the Italian company before. The body of its 1959 Eldorado Brougham saloon was hand-built and assembled in Turin on a chassis sent from the US. Once Pininfarina had finished with it, the Brougham was shipped back to America for final finishing.

This was the last hand-made, coachbuilt Cadillac and you certainly paid for it. The Pininfarina Brougham cost three times the price of the (spectacularly flamboyant) standard version, which was made in the US.

Unsurprisingly, this American-Italian hybrid sold slowly, despite its more tasteful elegance, with only 200 examples finding homes in 1959-60.

There were quality problems as well. The lead-loading used to smooth its hand-beaten bodywork caused the paint to fracture.

Not learning from history

Despite such mixed results, GM decided to have another crack at creating something special with Pininfarina a couple of decades later.

This time, Italy got the task of not only of designing a classy two-seat roadster, but also building and painting its body as well. The broad basis of the Allante was Cadillac’s front-wheel-drive V8 Eldorado, although its body, and most of its platform, were unique to the convertible.

And the name? That was generated by a computer that produced 1,700 possibilities, the chosen badge being meaningless – although its did sound rather like the ocean that the Cadillac’s body had to cross.

That body was neat, slender, crisp and excitement-free, the Allante’s potential athleticism undermined by an over-short wheelbase, a curiously high-riding stance and a powertrain that was never going to threaten a sprinting SL or XJS.

There may have been 4.1 litres of V8 beneath its long bonnet, but this engine was good for no more than 170hp and 0-60mph in 9.8 seconds, languidly delivered via a four-speed automatic gearbox.

All of which meant that the most dramatic aspect of the Allante was not the car itself, but the crazy method of its construction.

Building cars with Boeing

Once Pininfarina had finished the bodies, which were painted, fully trimmed and equipped with their folding roofs, they were transported from Turin to America by jumbo jet.

GM called it the ‘Allante Airbridge’: a trio of Boeing 747s specially modified to carry the part-finished Caddys across the pond. Detroit then installed the subframes, suspension, drivetrain, fuel tanks and wheels to complete the car.

However, it was not quite complete when launched in autumn 1986, Pininfarina having realised the soft-top roof was prone to leaks and squeaks. They wanted to delay the launch and fix the problems, but GM insisted on sticking to its timetable.

Sadly, Mother Earth stuck to her familiar weather patterns, unhelpfully showering the Allantes bought by eager owners. They soon found that some of that rain wasn’t returning to earth, but pooling in the footwells of their prized new convertibles.

Stemming the leaks cost Cadillac tens of thousands of dollars, besides staining the Allante’s reputation. And indeed its carpets.

Leaks were not the last of the Allante’s functional troubles. Bosch discovered problems with its anti-lock brakes, and the Bose audio system made strange cracking noises that could have been mistaken for failing trim.

Cadillac keeps going

By the early 1990s, the Allante was already looking like a Great Motoring Disaster. But Cadillac didn’t give up on it, despite slow sales.

The pushrod 4.1-litre motor was tuned to produce 204hp, before being replaced in 1992 by GM’s excellent new 4.5-litre 32-valve quad-cam Northstar V8, which delivered a far more convincing 285hp.

Despite its front-wheel-drive chassis, the Allante drove well, too, blending refinement with a decent show of country road agility.

And it had plenty of the toys that Cadillac owners expected, including sumptuous powered leather seats, digital LCD instruments, traction control – necessary, with front-drive and 285hp – and later in its life, electronically controlled suspension.

‘Quite decent’, eventually

By the end of its career, the Allante had become quite a decent grand touring convertible. The trouble was, the 1989 Mercedes-Benz SL, a tour de force of engineering and quality, had the one thing that the Allante was missing: a one-shot power roof. Oh, and it didn’t leak.

Cadillac ran hard to fix and improve the Allante in the first few years of its life, but it could never keep up with the SL and XJS, despite some substantial improvements.

Like most cars that gain an unsavoury early reputation, it never fully recovered. Still, the 1993 model-year Allante was the best yet, featuring revised rear suspension with electronic dampers, upgraded brakes and myriad detail improvements.

It was also the best sales year for the car, the 4,670 sold far higher than had been achieved in earlier years. Nonetheless, Cadillac announced the Allante’s demise soon afterwards, the model still falling short of its 6,000 annual sales target.

Profligate, yet loss-making

It’s hard to imagine GM making much money on this car. Not when it sold an average of around 3,000 a year, was produced by such tortuously profligate methods, and shared relatively little with other Cadillacs – let alone with Oldsmobiles and Buicks.

The total Allante production tally was 21,430 cars. Today you can find them on sale in America from around $10,000, while really good examples, often with mileages well below 40,000, cost less than $30,000 – half the $60,000 or so that this Cadillac cost at the end of its career.

The Allante was not Cadillac’s last two-seater, the company taking another shot at the SL with the XLR. But this time it did so without the help of Pininfarina and a small fleet of jumbo jets.

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1983 Lotus Esprit S3 review: Retro Road Test

The first car I ever crashed was a Lotus Esprit. Rounding a corner too quickly, it flipped onto its side, bounced between the bannisters, then cartwheeled down the stairs. The Matchbox model in question was ‘Wet Nellie’, James Bond’s submarine supercar from The Spy Who Loved Me. Fittingly, I think it ended up submerged in our garden pond.

My next encounter with the Esprit came as a teenager. I wasted countless hours wiggling my joystick (not a euphemism) playing Lotus Esprit Turbo Challenge on the Commodore Amiga.

Now, at 44 years young, I’ve finally been invited to drive a real one. Needless to say, I’ll be keeping well away from ponds. And, um, stairs.

Red wedge

Launched in 1976, the Esprit was assembled in Norfolk for some 28 years, finally bowing out in 2004. But rumours persist that Lotus, now reinvigorated by Geely investment, will bring back the Esprit name for an electric supercar to sit above the Emira.

The car I’m experiencing today is a 1983 Esprit S3 (Series 3), resplendent in red with gold deep-dish alloys and white-lettered tyres. It’s cooler than Roger Moore’s arched eyebrow.

It looks even better in the metal, too: a low-slung wedge of sharp creases and aggressive angles. Except the Lotus isn’t made of metal: its body panels are fibreglass, hung on a galvanised steel frame. There are two seats, fully independent suspension and a mid-mounted engine, but not everything is quite so exotic.

That motor only musters four cylinders, the tail lights come from a Rover SD1 and the cabin is awash with Morris Marina switchgear.

A little bit Moore

Despite the parts-bin pilfering, the Esprit still feels special from behind its two-spoke steering wheel. The hammock-like seats are so laid-back you’re almost lying down, while the wraparound instrument pod looks futuristic (or certainly did in the early 1980s).

It’s surprisingly luxurious, with plush leather swathing every surface: a stark contrast to the stripped-out Lotus vibe of today. Oh, and the choke lever – a metal tab on the centre console – doubled up as the cement sprayer in 007’s car. I’m already sold.

Lotus Esprit S3: last of the original Giugiaro cars.

I almost don’t care how this thing drives – just *look* at it – but the steering and chassis are just sublime.

The 2.2-litre four is more workmanlike – and only makes 160hp. But a kerb weight of 1,067kg helps… pic.twitter.com/wgSjn5E53O
— Tim Pitt (@timpitt100) July 10, 2020

On the move, the Esprit is initially less convincing. Its five-speed manual gearbox needs a weighty shove when cold and the throttle and brake pedals are perilously close together.

The 2.2-litre engine also sounds rather prosaic, even as the revs rise. It never howls like a Porsche flat-six or wails like a Ferrari V8. Plus, its performance won’t trouble a modern hot hatch: 162hp at a buzzy 7,000rpm means 0-62mph in 6.9 seconds and 139mph flat-out.

Use the Force

Straight-line speed has never been this car’s forte, though. It comes alive on flowing B-roads, with the beautifully wrought balance that Lotus is famous for. The steering is nuanced and precise, the brakes are better than most cars of this era, and turn-in feels firm and focused.

The Esprit’s modest dimensions are a real boon, too. Smaller than a new Emira, it darts down hedge-lined lanes where newer, vastly wider supercars would fear to tread.

The Esprit, then, is still a proper driver’s car. With my backside inches from the ground and scarcely any sense of inertia, it feels like piloting a Star Wars speeder – another toy that littered my bedroom floor in 1983. Yet removing my rose-tinted spectacles for a moment, it’s also a surefire money-pit that will demand constant attention to keep sweet. We all know the ‘Lots Of Trouble, Usually Serious’ acronym, right?

Many thanks to RNG Classics in Reigate, Surrey, for the Lotus loan. This car has since left the fleet, so consider hiring their Ferrari 308 GTS – one of the Esprit’s contemporary rivals, reviewed here – instead.

PRICE: From £25,000

0-62MPH: 6.9sec

TOP SPEED: 138mph

CO2 EMISSIONS: N/A

FUEL ECONOMY: 23.5mpg

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2000 Toyota Prius Mk1 review: Retro Road Test

April 30, 2023

The Toyota Prius is 26 years old in 2023. Now into its fifth generation, it has become the embodiment of the affordable hybrid car, and helped Toyota sell more than 15 million petrol-electric cars to-date.

A trailblazer when it first appeared in December 1997, the Prius was the first mass-produced hybrid, and is now one of Toyota’s most famous models.

Endorsed by celebrities and minicab drivers the world over, how does the first version of this Japanese eco warrior stack up today?

What are its rivals?

The first-generation Prius hit UK streets in the autumn of 2000. Even though development of electric and part-electric vehicles had been ongoing for decades, at the turn of the millennium Toyota’s new arrival had very few competitors using the same fuel-saving technology.

The most notable was the Honda Insight (pictured above). Also a hybrid, the Honda adopted a coupe silhouette that referenced the 1980s CRX. This made it a two-seater only, whereas the more practical Prius saloon could carry a full complement of five adults. At a pinch.

What engine does it use?

Under the little Toyota’s stubby nose is a 1,496cc petrol engine, which runs an Atkinson combustion cycle for maximum fuel efficiency. The VVT-i unit produces 70hp, and is supplemented by a 40hp electric motor.

Unlike its rival from Honda, though, the Prius can be powered by either the petrol engine, the electric motor or a combination of both. To aid its electric-ness, a bank of 6.5Ah nickel-metal hydride (Ni-MH) batteries sits behind the rear seats, along with a generator.

CO2 emissions from the tailpipe were measured at 120g/km – very low for the time.

What’s it like to drive?

You’d be right in thinking the original Prius isn’t an exciting car to drive, but there are pockets of wonder to be had. There’s a familiar enjoyment in the way the older car goes about its business. Its laid-back and relaxed demeanour is shared by its descendants.

The petrol engine and electric motor are monitored by a control system that measures the ratio of power coming from each source and operates the car in the most efficient way. That power is directed to the front wheels, with any excess energy used to recharge the battery pack.

Start off in purely electric mode and the original Prius feels very contemporary and quiet, but it doesn’t take long before the petrol engine makes its presence felt. Move up the rev range, and it gets quite vocal – don’t worry, it won’t rev past 4,500rpm – but you’ll more than likely be concentrating on the column-mounted gear selector wand to notice. Slot it into ‘B’ when going downhill and the little Prius recaptures energy – just like a modern hybrid.

Elsewhere, there is light steering – vague in feel if we’re honest – but with keen turn-in from its low-rolling-resistance 15-inch tyres, the original Prius is fun and enjoyable to drive,. So long as you remain aware of its eco limitations and purpose, anyway. One of those limitations is speed – the first-generation Prius isn’t a fast car; that would be counter-productive to its environmentally-friendly ethos.

Reliability and running costs

Toyota’s first-generation Prius appears to be a paragon of reliability, with many cars racking up 200,000 or even 300,000 miles – farmore than Toyota GB’s example, which had around 77,000 miles on the clock when we tested it. Low ownership costs are another benefit, too.

In 2003, towards the end of its life, early cars were offered with a three-year or 60,000-mile warranty, while the hybrid components and battery were guaranteed for eight years or 100,000 miles.

For the really wary, an optional 11-year and unlimited mileage extended hybrid battery warranty was available.

Could I drive it every day?

There’s no reason why not. The original Prius shares its 2023 counterpart’s fuel-saving values, and is similar to to drive in spirit. So yes, you could quite easily pootle around in it on a daily basis.

The hard-wearing interior – unremitting in its greyness – shouldn’t be too taxing to keep in good condition, either. Rather more obviously, it’s the hybrid powertrain that will need most care.

To ease the car’s passage into the digital age of convenience, there’s a smattering of modern-day equipment, too. Most cars came with ABS, alloy wheels, air conditioning, a CD/radio/cassette system, electric windows, metallic paint, twin airbags and a 5.8-inch LCD colour touchscreen as standard. Optional kit included satellite navigation and a six-disc CD autochanger.

How much should I pay?

Prices for an original Prius start from around £1,500. That’s very cheap compared to its equivalent today, but price isn’t the problem. Finding a car in good condition is.

Between 2000 and 2004, only 1,200 first-generation cars were imported. The list price when new was £16,495, around £5,000 more expensive than Honda’s similarly-sized Civic hatchback.

What should I look out for?

If you find a decent example of Toyota’s debut petrol-electric car, the main issue may be the hybrid system’s battery life. The lifespan of those Ni‑MH batteries was expected to be around 10 years or 100,000 miles. In terms of age, at least, every second-hand version will have reached that years ago. However, certain reports suggest that little battery degradation happens at all.

In 2011, the Mk1 Prius was recalled to check the nuts that secure the pinion shaft in the steering box assembly. Cars affected were registered between 25 January 2000 and 30 May 2003. Transmission failure has been known to occur, too, which manifests itself as an illuminated warning light on the dashboard.

Should I buy one?

While many modern small-capacity turbocharged petrol engines now get close or exceed the original Prius’s fuel economy, the little hybrid is certainly worth a look – provided you can find one.

If you fancy a taste of hybrid motoring, and a quirky modern classic, this is a very affordable option. Just double-check the hybrid powertrain and battery pack before you buy.

Pub facts

The Prius first appeared on 27 October 1995 at the 31st Tokyo Motor Show. A concept car wearing one of Toyota’s most famous nameplates and featuring the Japanese company’s ‘Toyota Hybrid System’ (THS) technology was unveiled. Few could have predicted what a success the Prius would become.

It wasn’t just on the road that the car was a trailblazer, though. In 2002, the Prius became the world’s first hybrid rally car to complete in an FIA-run event: the Midnight Sun to Red Sea Rally.

Three years later, a second-generation car set a new world land-speed record for a hybrid vehicle, posting a speed of 130.794mph at the Bonneville Salt Flats.

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Auction Car of the Week: Mercedes-Benz 280SL

April 28, 2023

Apart from the original 300 SL ‘Gullwing’, the beautiful 280 SL ‘Pagoda’ is surely the definitive version of this long-running Mercedes-Benz sports car.

The final update for the W113 (1963-1971) SL, the 280 featured a larger 2.8-litre engine. At 1,360kg, it was arguably the last SL to live up to the ‘Sport Light’ name, too.

Technical specifications aside, the SL is primarily about glamour – and the Pagoda offers that in spades. It appears in numerous lists of the best-looking cars ever, including the Telegraph’s roundup of the 100 Most Stylish Cars of All Time.

Famously fabulous

The nickname ‘Pagoda’ comes from the car’s concave hard-top roof, which looks vaguely like the traditional East Asian tower of the same name.

There are been many famous Pagoda owners. Walt Disney and John Lennon both had one, and the cars were often owned by Mercedes-Benz racing drivers, including Juan Manuel Fangio, Stirling Moss and Nico Rosberg. This gleaming example, up for auction on Car & Classic, gives you a chance to add your name (whether famous or not) to that illustrious list.

Here, the car’s ageless design has been revitalised by an extensive restoration, including a full engine rebuild, making this perhaps the most complete Pagoda ever featured on the website.

A near-perfect Pagoda

Power steering and an automatic gearbox, plus the original hard-top and soft top, make this example very usable for comfortable cruising or weekend getaways. It even comes with the optional third seat.

For decades, the Mercedes-Benz SL has set a high bar for style, speed and serenity, and that has rarely been truer than with this near-perfect Pagoda.

Car & Classic’s auction for the Mercedes-Benz 280 SL, in association with Retro Motor, is now live – and runs until 7:15pm on 3 May 2023. Expect the winning bidder to pay between £140,000 and £160,000.

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How a broken-down Volkswagen helped create a famous dog toy

April 24, 2023

One of the world’s best-selling pet toys has its origins in a Volkswagen repair garage. Although it sounds like a shaggy dog story, the popular Kong rubber chew was invented by a mechanic from Colorado during the 1970s.

Joe Markham’s attempts to stop his garage in downtown Denver from being burgled led him to find the perfect canine plaything.

Markham has turned to the local police for crime prevention advice, following a spate of burglaries at his dealership. Their suggestion was to get a guard dog, and Markham chose a German Shepherd named Fritz.

Appetite for destruction

A reject from the local police academy’s canine division, Fritz had failed to make the grade due to ‘excessive chewing’. However, the young dog was available to Markham for free.

Fritz quickly lived up to his reputation while guarding the garage. In particular, he would attempt to chew rocks, causing concern about damaging his teeth. Other substitutes, from animal bones to car radiator hoses, failed to entertain him.

That was until Fritz discovered the rubber bump stop from a 1969 Volkswagen Type 2 Bus, which had been booked in for repairs.

Built to last

The rubber used for the air-cooled camper’s suspension was seemingly just the correct composition to survive being bitten – yet without causing canine dental damage. This led Markham to spend six years experimenting with different rubber types, and even attempting to buy parts in bulk from Volkswagen.

Eventually, Markham settled on the finished Kong design. It would bounce randomly to encourage dogs to chase it, and it had space inside for treats to be hidden.

Markham founded the Kong company in 1976 and the rest is history. Yet he owes his global success to an unassuming Volkswagen bump stop.

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