The first Ford Sierra RS500 continuation car, built in the UK by CNC Motorsport, has been finished and is now with its very fortunate owner.
It marks almost three years since the Gloucestershire-based company announced plans to build three ‘new’ RS500s. The project was officially sanctioned by touring car legend Andy Rouse.
All three cars will be built to Andy Rouse Engineering specification and eligible for use in historic saloon car racing. It leaves two cars still to be assembled, with the second already entering the build process.
Iconic power and performance
The first completed CNC Motorsport RS500 features a 2.0-litre Cosworth YB engine producing an incredible 575hp. Built by Harvey Gibbs, it should ensure the reborn Sierra is just as dominant on-track as its predecessors.
A five-speed Getrag manual gearbox sends the Cosworth’s power to the rear wheels via a 10-inch viscous differential.
With access to the original Andy Rouse Engineering technical drawings, the three continuation cars will closely match the period racers.
CNC Motorsport has machined numerous bespoke parts, including suspension uprights, wheel hubs, brake calipers and the protective roll cage.
Ready to spit flames on-track
Work on the RS500 was undertaken by Alan Strachan, an Andy Rouse Engineering employee between 1989 and 1996, along with his son, Andrew.
“This project has enabled us to build a reliable, period-correct car that will be competitive in historic motorsport for the fraction of the cost of an original,” said Alan Strachan.
“These are to be enjoyed, raced hard and fair and without the concerns of taking a valuable, period car on the track. The fans love to see these flame-spitting RS500s on the limit and they open the door to take part in a huge array of events across Europe.”
CNC Motorsport is now focused on completing the second RS500 continuation car, using a Motorsport-specification body shell. A donor shell has now been sourced for the third and final car, too.
A trio of cars offered directly from the ownership of celebrity chef Jamie Oliver MBE will cross the auction block next weekend.
They include a fast Ford featured in one of Jamie’s television shows, along with a classic Fiat and a Volkswagen Beetle with a matching trailer.
The cars will be auctioned at the Classic Car Auctions sale at Stoneleigh Park, Warwickshire, on Saturday 28 September 2024. Read on for more details.
1955 Fiat 1100/103 pick-up
Given Oliver’s well-known enthusiasm for Italian food, it seems only right that one of his cars listed for auction was imported from Italy in 1973.
Powered by a 35hp 1.1-litre engine, the diminutive Fiat pick-up has been used for practical work around Oliver’s estate, along with occasional runs to the local pub.
With three owners recorded in the UK, the Fiat is said to be in original and unrestored condition. It comes with a history file containing maintenance invoices and old MOT certificates.
Being sold without reserve, the left-hand-drive truck could potentially sell for between £6,000 and £8,000. Its rather apt number plate is included with the car.
1967 VW Beetle 1500 cabriolet and trailer
Jamie Oliver has a longstanding association with air-cooled Volkswagens. He once attempted to prepare a salad in a classic VW camper van, while lapping the Top Gear test track with The Stig at the wheel.
This Beetle cabriolet has lived a more sedate life since being imported to the UK in 2013, with Oliver being its third owner since then. It comes equipped with a bespoke trailer, made from the rear half of another Beetle.
A surprise can be found inside the trailer, though: a fridge and condenser that allow it to serve ice cream at events and private parties. A comprehensive history file will come with the Beetle, detailing plenty of recent maintenance work.
For a celebrity-owned classic that can also be put to work, the Beetle comes with a pre-auction estimate of between £22,000 and £26,000.
1970 Ford Capri 3000GT
Described as being Oliver’s ‘go-to car’, this stylish Mk1 Ford Capri 3000GT has appeared on his Friday Night Feast TV series.
Bought by the celebrity chef in 2014, Oliver is only the second owner of the Capri. He has spent £20,000 on restoration work, returning the classic Ford to immaculate and original condition.
Beneath the black bonnet, a 3.0-litre ‘Essex’ V6 engine produces 130hp, with 0-60mph taking 8.5 seconds and a potential top speed of 131mph.
Only 31 examples of the Capri 3000GT are believed to remain on the road in the UK, making this a very desirable classic Ford. Accordingly, it could sell for between £22,000 and £26,000.
A 1989 Peugeot 205 1.6 GTI, currently owned by Rowan Atkinson CBE, is due to be auctioned later this month.
Bought by the star of Blackadder and Mr Bean in 2021, this phase 1.5 example of the iconic 1980s hot hatchback will be sold without reserve.
The Alpine White 205 GTI is crossing the block at the Classic Car Auctions sale at Stoneleigh Park in Warwickshire, which takes place on Saturday 28 September 2024.
A classic French hot hatch
In need of no introduction, the Peugeot 205 GTI is perhaps the archetypal hot hatchback of its era.
The GTI was first launched in 1984 with a 105hp 1.6-litre four-cylinder engine, but this phase 1.5 car uses the more powerful 115hp motor – fitted from 1987 onwards. This allowed for a 0-60mph time of 8.9 seconds, plus a top-speed of 121mph.
The same year, Peugeot added the more powerful 1.9-litre version of the GTI to its range, but the smaller-capacity 1.6 model occupies a sweet-spot for many enthusiasts.
With an enviable car collection that has spanned everything from a McLaren F1, to a Lexus LFA, to a Lancia Delta HF Integrale Evo II, Rowan Atkinson clearly has good taste when it comes to filling his garage.
Owned by a real enthusiast
With such an array of vehicles, it should perhaps come as no surprise that the TV star added just 300 miles to the odometer of this 205 GTI since he bought it.
With around 71,000 miles in total, the Peugeot’s interior still looks fresh, with cloth-clad sports seats and bright red velour carpets.
Atkinson has not skimped on recent maintenance, with more than £1,500 spent in November 2023 to address jobs caused by the 205 GTI being static for a long period of time.
Just last month, an further outlay of £2,000 was spent on post-MOT work, along with detailing. It means the Peugeot should be ready for use by a new owner.
Bean and gone
Demand for classic hot hatchbacks of the 1980s like the 205 GTI remains buoyant, and the Peugeot should receive plenty of attention when it crosses the block.
Add the ownership of a legendary actor – and renowned car enthusiast – to the mix, and this will only up the level of interest.
The Renault 5 recently make a comeback as a fully electric car. Better still, a hot version is in the works: the Alpine A290. I haven’t been this excited about a small car since, well… 1996.
When I was 17, you see, there were two things I yearned for: a girlfriend and a Renault 5 GT Turbo. I eventually acquired the former (credit: Dutch courage and Clearasil), but the latter slipped through my fingers.
Fast-forward 28 years and the fast Five is no longer the darling of unsatisfied teenagers, Maxers and TWOCers (Google it). It’s now a bona fide classic car. And with prices for 1980s hot hatchbacks soaring ever higher, you may have already missed the boat.
This 1990 Phase Two GT Turbo belongs to Renault UK and must be one of the few completely standard examples left. As it emerged from the delivery truck, squat and perfectly proportioned, the excitement in the Retro Motor office was palpable.
Can a 122hp hatchback still excite today? Or is the Supercinq, like ex-girlfriends, better left in the past?
What are its rivals?
Think ‘1980s hot hatches’ and one car above all comes to mind: the Peugeot 205 GTI. However, for all the 205’s fleet-footed brilliance, the standard (1.6-litre) version is outgunned by the GT Turbo for power and acceleration. And the Renault is cheaper to buy. More on that later.
Other competitors for what CAR magazine frequently called the ‘hot hatch crown’ included the Ford Fiesta XR2, Fiat Uno Turbo and Volkswagen Golf GTI Mk2.
The Golf is the sensible choice (no change there, then) while the Fiesta offers rough-and ready fun. As for the Fiat, finding one will be your greatest challenge; there only two for sale in the UK at the time of writing.
What engine does it use?
Unlike the original, mid-engined Renault 5 Turbo, the GT Turbo’s powerplant isn’t shoehorned behind the seats. Instead, it resides beneath the front-hinged bonnet, driving the front wheels through a five-speed manual gearbox. So far, so conventional.
But Renault had secret weapon. Clamping a turbocharger to the humble 1.4-litre lump unleashed 117hp from launch in 1985, upped to 122hp in Phase Two models from 1987.
In a car weighing just 853kg (the latest Renaultsport Clio weighed around 400kg more), 0-62mph took 7.5 seconds and a top speed was 120mph. As the TV ad of the time gleefully revealed, the 5 left the 205 and Uno trailing in its wake.
What’s it like to drive?
A reminder of what good, old-fashioned turbo lag feels like. Up to around 4,000rpm, the 5 feels decidedly ordinary, certainly not quick. Then the Garrett blower takes a breath, the steering wheel squirms and you blast forwards, grabbing the next gear in a fabulous, frenetic rush.
Car manufacturers have spent years ironing out the on/off effect of turbo lag. However, for me at least, this belated blast of boost is a big part of the retro Renault’s appeal. It’s a nitrous hit for the head, one that provokes me into driving this old warrior harder than I probably should.
The car’s’s dynamic repertoire is a bit of a mixed bag, too. The steering is direct, but lacks the telepathic connection of the 205, while ride comfort is poor – despite tiny 13-inch alloys and 55-profile tyres. As with the powertrain, you need to up the pace to make the Five come alive.
Grab it by the scruff and the GT Turbo is still a quick cross-country machine. The front end bites hard into corners, pulling the rear around neatly with barely a hint of body-roll. Commit yourself and it will lift an inside wheel in classic 1980s hot hatch style, but don’t worry – there are no snap-oversteer demons here. The brakes are better than many cars of this era, too.
Reliability and running costs
Funky and flaky in equal measure, the Renault 5’s interior conforms to every cliché about old French cars. Speed humps and potholes are greeted with a chorus of plastic squeaks, while one of the minor gauges nonchalantly went on strike mid-drive.
Of greater concern is the temperamental Turbo’s dislike of hot starts. Tweaks to the Phase Two cars, including revised ignition mapping and a water-cooled turbo are said to have improved matters. Nonetheless, be prepared for less-than-perfect reliability.
On the plus side, classic insurance means the GT Turbo is no longer an underwriter’s bête noire. And fuel economy of 39.8mpg (measured at a constant 56mph) still looks respectable today.
Could I drive it every day?
You could… but don’t. Rain and road salt will ravage any 34-year-old supermini. And while mechanical repairs to the simple, overhead-valve engine should be straightforward, fixing bodywork is a pricier problem.
I’d keep my GT Turbo garaged over winter and save it for the summer months. Indeed, secure storage is advisable year-round; these cars hail from the ‘coathanger and screwdriver’ era of car theft. Fit a tracker to protect your investment, too.
Lastly, the 5 also comes from a time long before Euro NCAP crash tests. There’s no safety equipment to speak of, its doors are barely thicker than a biscuit tin and the interior trim has all the structural integrity of a croissant. This is a car for clear June mornings, not murky January evenings.
How much should I pay?
‘A lot more than a few years ago’ is the short answer. Like all hot hatches of the 1980s, the Renault has rocketed in value as folks who grew up lusting after them finally have the wherewithal to buy them.
There’s another factor here, of course: attrition rate. Many GT Turbos were crashed and many more modified, leaving few good examples left. I found less than 10 GT Turbos for sale, and only a handful of those were standard-spec.
Starting price for a project is around £5,000, with decent, usable cars costing from £10,000. You’ll pay around £20,000 or more for a rust-free, original car like the one here: on par with a Mk2 Golf GTI, but still cheaper than many fast Fords. It’s also nearly half the price of an equivalent 205 GTI.
What should I look out for?
Here are our top five Renault 5 GT Turbo buying tips:
Originality is key – particularly when it comes to future values. Many of these cars were modified, but turning up the boost won’t do wonders for reliability. Likewise, the last thing that fragile interior needs is lower, stiffer suspension.
Check for rust, particularly on doors, inner wings and behind the bodykit.
Look for evidence of crash damage, such as uneven panel gaps or paint overspray. Remember, many of these cars were stolen in their prime.
Test all the electrics and check for missing or broken interior trim. Some parts are becoming very difficult to find.
Like yours truly, the GT Turbo feels its age. From its modest power output to its frankly woeful build quality, it shows just how far cars – in particular hot hatches – have progressed in three decades.
No matter. Driving this rocketship made me feel 17 again. And, before you ask, that’s a vibrant, devil-may-care 17, rather than a greasy, socially-awkward one. The Renault goads you into driving fast, then rewards with flashes of boisterous brilliance when you do. It’s flawed, but beguiling.
Yes, a 205 GTI is ultimately more fun. And a Golf GTI will be easier to live with. But if you grew up lusting after a GT Turbo, neither of those facts may matter. Buy carefully and Régie’s little ruffian could prove a sound investment, too. Time to hit the classifieds…
Pub fact
The original 1980 Renault 5 Turbo was a homologation special: bred for rallying, then sanitised (a little) for the street. It had a 160hp 1.4-litre engine atop the rear wheels, making it the most powerful French car at the time.
Renault’s second bout of mid-engined madness came 18 years later, with the Clio V6 (pictured) of 1998. Read our Clio V6 Retro Road Test to see how this hyper hatch stacks up today.
The very last air-cooled Porsche 911 to leave the factory in Zuffenhausen will come up for auction soon.
Designed to an exacting specification for German author Clauss Vanderborg, the 993-generation Turbo was ordered in 1997.
The bespoke requirements were fulfilled by Porsche’s Sonderwunsch (Special Wishes) department – and led to this being the final air-cooled 911 out of the door.
Affectionately known as ‘The Last Waltz’, the Turbo is likely to attract plenty of attention when it crosses the block as part of the Bonhams Goodwood Revival sale.
Late out of the factory gates
The 993-generation of 911, made between 1994 and 1998, is often regarded as the ultimate air-cooled Porsche. Values have climbed ever higher in recent years, but Vanderborg’s Turbo is on another level.
Ordered in Ocean Blue, the car left the assembly line on 27 March 1998 – the same day 911 designer Ferry Porsche died – and four days before 993 production was due to end.
Comedian Jerry Seinfeld, a noted Porsche aficionado, claimed the last 911 to be built. His Mexico Blue Carrera 4S was built on 31 March 1998. However, it was not the last out of the factory gates.
A near six-month stay in the Sonderwunsch department, detailing the Turbo to Vanderborg’s precise specification, meant this car wasn’t delivered until 25 September 1998.
‘The Last Waltz‘
Vanderborg had already specified the twin-turbocharged 3.6-litre flat-six engine in upgraded form, with a power boost to 450hp. A strut brace, quad-exit exhaust pipes, an extra oil cooler and a 92-litre fuel tank were fitted, too.
The writer requested that the 18-inch hollow-spoke alloy wheels and Brembo brake callipers received the same Ocean Blue finish as the body panels. Sonderwunsch also deleted the rear windscreen wiper.
Night Blue leather was used extensively throughout the cabin, covering the seats, door pulls, dashboard and instrument binnacle. The gauges themselves were finished in blue for good measure.
A metal plaque, paying tribute to Ferry Porsche, was fitted to the dashboard, while special sill covers and a sticker in the rear windscreen are inscribed with ‘The Last Waltz’.
Only 6,800 miles from new
Despite its significance, Vanderborg took ownership of the completed 911 Turbo without much fanfare. Porsche Centre Altotting did fit its own plaque inside the door, though.
After a year of ownership, Vanderborg sold ‘The Last Waltz’ to a Japanese collector. It remained in Japan until 2015, when it was purchased by a Belgian dealership.
Following two years of being displayed across Europe, the 911 found its way to a UK enthusiast, then to a Belgian collector.
Today, some 26 years after being completed, only 11,000 kilometres (6,800 miles) have been recorded on the car’s odometer.
A unique place in history
Being a late 993-generation version of the 911 Turbo makes this car highly collectable from the start.
Yet laying claim to being the final customer air-cooled 911 to leave the factory elevates its desirability into the stratosphere for enthusiasts. A Porsche certificate of authenticity is included, aiding its provenance.
As a result, this most special of 911s comes with a pre-auction guide price of between £700,000 and £800,000.
The Bonhams Goodwood Revival sale takes place on Saturday 7 September 2024 – so there isn’t a long wait to discover how ‘The Last Waltz’ dances on.
The Tesla Model Y was the UK’s fifth most popular new car in 2023 – and the the best-selling car in the world overall. It represents a meteoric rise for a company that, just 12 years ago, was still producing a rebodied Lotus Elise. We’ve raided the Retro Motor archives for this review of the original Tesla Roadster, first written for Performance Car magazine in 2009. The first production EV capable of more than 200 miles on a single charge, it sold in very small numbers. How times have changed…
Electric motoring is not for those terrified by the sound of silence. Gone is your V8 blare, your straight-six growl, replaced by, well, a faint whine. A distant hum. There’s nothing to report on how an electric ‘engine’ sounds. It doesn’t. Surely that’s missing half the fun of a performance car? Well, hang on. Think of the alternative.
The ‘green’ diesel supercar. It fills enthusiasts with dread. Sure, we buy TDIs, i-DTECs and CDTis as our everyday cars [things have changed here, too – Ed.], but who’s going to idolise a poster of a Ferrari JTDm? Will Mark Hales ever record Into The Rev-Restricted Red to support his words on the most iconic diesel machines? Does Nick Mason even own a classic oil-burner? And judging by the noise at BTCC meetings, or at Le Mans, would car nuts want to buy it?
No, for petrolheads, diesel isn’t the prettiest path to environmental righteousness. But we do need one. It’s a valid point that supercars’ impact on global warming is invisible. Ferraris saving fuel is going to change the situation of dwindling oil supplies not one jot.
The Tesla Roadster is something of intrigue. We know it’s a bedfellow of the Lotus Elise. But until now, nobody’s got their hands on one in the UK. That’s why I was buzzing like a dodgy transformer to be standing in central London with the keys to a pre-production Roadster.
Head-spinning speed
I’d already been briefed and my head was spinning. An electric car’s spec sheet is certainly different. Top speed of the Roadster is limited to 125mph; an issue for track-dayers, but not on the road. Zero to 60mph, though? That takes 3.9 seconds, or supercar-fast. It’ll do a quarter-mile in 12.9 seconds, too. That’s made possible through 280lb ft of torque at, well, zero rpm. Electric motors’ maximum twist action is there right away, which makes it fortunate that Tesla has fitted traction control.
It rotates at up to 14,000rpm, which means you still get a rev counter in the dash. And it operates at 87 per cent efficiency, which is something regular combustion engines can only dream of. Further losses are saved by the use of a single-speed gearbox. Don’t worry about big servicing bills here: it’s all dead simple. Compare, if you will, to the complexity of even a basic Porsche 911.
The 250hp AC three-phase induction motor, mounted between the rear wheels, is a bespoke design controlled by a Power Electronics Module – that’s the bit you can see when the wobbly rear panel back-hinges up. This contains the DC-AC inverter and charger. There’s no regenerative braking, but lifting off the throttle turns motor into generator, putting up to 100 amps back into the batteries.
Ah, the batteries. Here’s the really clever part. They’re lithium-ion, meaning, at last, mobile phone batteries have come to cars. Consider their composition in three levels: there are individual cells, a bit like AA batteries, and 621 are used to form a single sheet. For a truly modular design, 11 are then gathered together to form the battery pack. It punches out 53kWh and is guaranteed for 100,000 miles. Tesla has prioritised longevity and power output.
The trick to making lithium-ion batteries that don’t catch fire is managing the energy, ensuring they don’t become too hot or cold, avoiding lithium ‘flare’. The battery pack is even air-conditioned, all as part of the Tesla’s thermal management. This massively complicated software is Tesla’s own IP; each sheet has its own ECU, as well as an overall battery pack ECU, which has sensors for pressure, inversion, smoke, accelerometers, temperature and so on.
Finally, I blink into the sunlight. First impressions? Elise. It shares the same windscreen and dimensions, but while every (carbon fibre) panel is different, the profile, stance, height and dimensions are familiar. Not that this is a bad thing – and besides, it does look different.
It seems much like what a start-up company’s first sports car would resemble. No classic, heavily influenced by others, but certainly enough to have passing cyclists shouting “nice car, mate”. The air inlets on the rear wings are pure Ferrari F430 (that’s what you think each time you spy them in the door mirrors), as are the lights and rear buttresses. Spot the cues elsewhere.
Overall, it’s very American and a bit soft, but not inoffensive – and that’s vital when you think of how significant this car is. It needs to be an electric car flag-bearer. And if most of the population think it pig-ugly, flags will soon be at half-mast.
The cockpit is like the Elise. The same massive sills, same dashboard, but a nicer, swoopier centre console and full carpeting. Dials are similar, but next to the driver’s knee is a touchscreen display. It’s for PIN security, and to monitor the power management of the car. There is even a ‘fuel saved’ meter. Enter the mpg of your other car and Tesla will tell you how many barrels of oil you haven’t consumed.
A smooth operator
Turn the key and nothing happens, of course. Save for a ‘wake-up’ bleep, a bit like a computer starting up, that signals you’re ready. Select Drive, release the handbrake, then things become very different.
David Attenborough often films weird sea creatures, motionless, which suddenly spear along at comet-like speed in an unfeasible flash. That’s what accelerating in a Tesla for the first time is like. Leaving you suddenly travelling at serious speed in central London, seemingly in silence, completely at a loss as to what’s going on. Totally baffling. No noise, no vibration, no gearchanges, no sensations – just a delirious rush, like being on a rollercoaster.
This is electric ‘go’. It’s soon apparent the switch-like intensity of response to the throttle, and the ensuing reaction, defines the Tesla. It is, I’d imagine, like an F1 car. You hear it on Lewis Hamilton’s in-camera shots through bends: when he’s back on power, it’s a digital, zero-to-one effect, no fluff or faff. Accelerator response is incredibly clean and crisp, and proportional, like very few combustion engines. Like broadband, it’s always on. The mid-range response is just sensational.
Don’t forget, there are no gear changes either. Just total linearity. The same sustained rush from zero to speed X. Alien? Totally. Such alacrity infuses the rest of the car, too.
Initial dynamic impressions are of familiar Lotus-like steering precision and delicacy, firm and lag-free response, a more supple and compliant setup, perhaps – but with a newfound trick: the best throttle-adjustability ever. Going on the power delivers so much force, which can be varied and modulated with unheralded precision and immediacy. It becomes a rear-driver you treat like a front-driver.
This is a hi-tech feel, very futuristic. Besides, as there is no engine to connect with, your emotional hook is even more linked to the chassis. You hone in on it with added intensity.
Mind you, something else felt is the cleanliness of the drive. Not just in the obvious sense – but, in lacking oily bits, somehow it becomes easier to grasp and feel. All the complexity has been stripped back, meaning you just get in and drive. It’s like an iPod. They have no instruction book; with this, I got in, was told about the start-up procedure by a sandwich-munching Tesla man, and was away, feeling like a hero. More simple it could not be.
Nor more thrilling. It gives the same tight feelings in your stomach as, again, a rollercoaster – such is the intensity of acceleration, the G-laden forces from cornering. It’s as if the electromagnetic impulses are being fed into you. It’s a sports car like no other.
Noises off
And no noise? Here’s the elephant in the corner. Still, what is noise but waste? Why do racing car drivers wear earplugs? If you’re really on it, wouldn’t one less distraction be welcome? Great engines sound magic, but did I miss one here? No – because the rest of the car was feeding me so much more. And isn’t driving about tactile sensations?
The debate, I know, will run. But our time was limited. Oh right, because of the driving range? No – they reckon well over 200 miles. Sports cars, they say, rarely do more in a day, and such a range for something hitting 60mph in less than four seconds is pretty blistering. They’re some batteries indeed – the ‘fuel gauge’ was still three-quarters full when I brought it back. Battery cooling fans zizzing like a hard-worked PC, I exited the Tesla, bewildered but still buzzing. If this is the future, bring it on.
For £92,000 (make that two elephants), you can take delivery next May, of a European launch special, with custom leather, a bespoke paint colour (any DuPont hue) and other goodies. One hundred cars will be made. The series model will be around £88,000. If you’re an entrepreneur with a clean tech fund, or a supercar fan with a conscience, you’ll be right there, say the bosses. Buying into the world’s first ecologically sustainable performance machine.
Common sense says £92,000 is a massive amount to pay for an Elise with doors that clang shut. But is Aston Martin V8 Vantage money really that boggling for what could be the most significant performance car in years? That’s how utterly convincing the Tesla seems.
Also, it doesn’t sound like a diesel. I think it might be time to make some noise.
The story of Nikola Tesla
Nikola Tesla kick-started the second industrial revolution by inventing the AC electric motor. Apparently, he’s known as the patron saint of modern electricity. His genius is not required to guess which stall Tesla Motor is setting itself out upon.
It all started in 2003, with a true Silicon Valley start-up. Tesla co-founder Martin Eberhard had made his fortune and wanted a sports car to spend it on. But he’s an environmentalist, and was uneasy about the idea of a thirsty Italian supercar, or similar. Luckily, he was rich. “I can build the car I want,” he mused.
And he did. The rest followed through a mixing of minds, very much right-time and right-place. “In Silicon Valley, if it’s a great idea, you can attract capital. It celebrates entrepreneurialism,” explained Tesla Europe marketing manager, Aaron Platshon. Further cash, for example, came from Elon Musk, the founder of PayPal.
The company’s roots are in consumer electronics, not cars. This gave it a wealth of experience in lithium-ion battery technology: “We understood that the batteries give massive energy density – so long as you know how to control and package it.” The automotive expertise? Expert recruitment bought it on board.
“Our worst-case scenario will be that we’re acquired. But we don’t intend for that to happen.” Instead, Tesla wants, by 2010, to make 20,000 BMW 5 Series rivals a year – a five-door hatchback developed by itself, using suspension and other components from major manufacturers, but produced in-house.
Tesla has been run for the past five years on $150m, and reckons it will cost $200m to get this sedan into production. That is not a lot by modern car standards. “We call upon automotive expertise from specialists, but we’re also a Silicon Valley company. We do things more cheaply.” Access to further funds, should they be required, is not an issue.
After that, there will be a smaller, more mainstream car. All using Tesla’s ingenious and uber-efficient powertrain. We’re not talking millions of vehicles a year, but enough. No, the mega volumes may come from Tesla licensing its drivetrain to other manufacturers.
So groundbreaking is the performance of the Roadster, other supercar manufacturers simply have to take it seriously. And, if the idea of an electric Scuderia really switches Ferrari on, Tesla will consult. This is where the money will be made.
Nikola Tesla was derided as a mad scientist in the 19th century. Now, Tesla Motors is suffering the same. An electric performance car? Bonkers. And maybe just as revolutionary.
Skoda’s vRS badge has come a long way since 2001. Back when the first Octavia vRS was launched, the idea of a sporty Skoda was too far-fetched for some people.
The Czech brand was still emerging from the dark days of ill-informed jokes, and continuing to find its feet under Volkswagen Group ownership.
Yet with a knowing tap on the inside of its nose, the Skoda Octavia vRS emerged from nowhere, making the closely related Volkswagen Golf GTI look expensive and impractical.
For those in the know, the Skoda Octavia vRS was the affordable performance car of choice.
What are its rivals?
We could argue that the original Skoda Octavia vRS had no direct rivals. With a launch price of £15,100, nothing could touch it for the money.
The one notable exception was the slightly cheaper Seat Leon Cupra. Pound for pound, however, the cavernous Octavia vRS stood out like a big shiny beacon.
Remember how the early press cars were all painted in striking Corrida Red? And we all know that red is faster, right?
The Octavia vRS trounced the contemporary Mk4 Golf GTI in just about every department, although the UK’s first Honda Civic Type R was waiting in the wings.
The £15,995 Ford Focus ST170 was a palatable prelude to the blistering Ford Focus RS and was arguably the Octavia’s most direct rival.
What engine does it use?
The Skoda Octavia vRS made good use of Volkswagen’s ubiquitous 1.8-litre 20v turbocharged engine, also seen in the Audi TT, Audi A3 and S3, Volkswagen Golf, Seat Leon and the standard Octavia.
In the Octavia vRS, the engine develops 177hp at 5,550rpm, plus 173lb ft of torque. Its 0-60mph time was quoted as a brisk 7.9 seconds, with a top speed of 144mph.
Back in the early 2000s, this was the fastest Skoda ever built. And it still feels quick today. Speaking of which…
What’s it like to drive?
Seriously good. Given the mediocrity of the equivalent Mk4 Golf GTI, you have to ask what wizardry was applied to transform the Octavia vRS into such a performance bargain.The same was true for the Seat Leon Cupra, which was also better to drive than the Golf.
The Octavia’s gearing is comically long, with 70mph achievable in second. The engine also feels more characterful in the vRS, urging you to press on.
The steering on this Skoda UK heritage car, which had covered 77,000 miles when we drove it, seemed lighter and less communicative than it did when new. Subjectively, the Octavia vRS lacks the intimacy and immediacy of a more hardcore hot hatchback.
However, considering the size of this car, not to mention the 528-litre double wardrobe over its rear wheels, the super Skoda is a huge amount of fun.
Reliability and running costs
The Skoda Octavia vRS offers a combined fuel economy figure of 35.3mpg, although figures in the mid 40s aren’t uncommon on a long motorway run.
The availability of parts will not be an issue and there are number of excellent Volkswagen Group specialists who can service the car for less than a main dealer.
Could I drive it every day?
Oh, absolutely. The Skoda Octavia vRS is an easy car to drive, with a simplicity that is lost in so many hot hatchbacks.
There are no driving modes to choose from, no concerns about all-round visibility, just a highly practical and immensely likeable performance hatchback. And if you require even more practicality, there is the vRS estate.
Back in the day, the Octavia was a motorway patrol car for many police forces. Its combination of pace and space, plus the unknown quantity of a hot Skoda, made for a brilliant unmarked cop car.
How much should I pay?
Prices start from around £2,000 – still tremendous value for money. For that, you’ll get an Octavia vRS with a six-figure mileage and partial service history.
A budget of £4,000 should secure a really nice example, but it’s worth noting the newer, Mk2 Octavia vRS is available for a similar amount.
We’d buy on condition and service history, rather than age or specification. Optional extras were few and far between, but it’s worth searching for cars with parking sensors (that’s a big boot when reversing), cruise control (to maximise those long-distance credentials) and an electric sunroof.
What should I look out for?
The excellent Briskoda forum offers an extensive Skoda Octavia vRS buying guide that should be your first port of call if you’re considering a purchase.
The timing belt and water pump should be replaced every four years or 60,000 miles, and you should check for signs of accident damage. This is a performance car, so it may have been driven accordingly.
An engine misfire could be caused by a faulty coil pack, while water in the boot may be the result of a broken rear washer pipe.
It’s better to wait for a cherished and much-loved example than to take a chance on a cheap vRS of iffy provenance and quality.
Should I buy one?
If you’re looking for a practical, spacious and quick hot hatch with a difference, you must consider the Skoda Octavia vRS.
Green brake calipers may not appeal to all, but Skoda deserves huge respect for transforming an everyday hatchback into such a purposeful-looking machine.
You also get a smattering of vRS goodies on the inside, such as a special gearknob, vRS seats with white inserts and silver-rimmed instruments. There’s even an ‘ASR’ traction control button.
Pub fact
The Octavia vRS WRC arrived in 2002, built to celebrate 100 years of Skoda in motorsport. Only 100 were sold, of which 25 were right-hand-drive cars for the UK.
At £20,700, they were more expensive than the standard vRS, but they did offer a host of extra features, including Candy white paint, WRC replica graphics, a numbered plaque, xenon headlights and heated front seats. A future classic, for sure.
Sharp-suited Italian styling. A brawny all-American V8. A sumptuous wood-and-leather British interior. Oh, and probably the coolest car name ever. The Jensen Interceptor had it all.
Sadly, this glamorous GT was also burdened with ‘traditional’ British build quality, but that’s nothing Cropredy Bridge can’t fix. Based in a quaint village near Banbury, the company is the world authority on Jensens, and busy reinventing these classic cars for the modern era.
I’m here to drive an Interceptor Mk3, followed by a Cropredy-modified version of the flagship SP. First, though, a quick history lesson…
From Milan to West Brom
Launched in 1966, the Interceptor was designed by Touring of Milan. Early cars were assembled by Vignale – an Italian coachbuilder that, like Ghia, was later demoted to a Ford trim level – before production moved to West Bromwich, where it remained until 1976. Chrysler supplied the V8 engines, the vast majority with a three-speed automatic gearbox.
A convertible was sold in limited numbers, but the jackpot for collectors is the pioneering FF: the first road car with four-wheel drive and anti-lock brakes. Just 320 were made, out of around 6,500 examples of the Interceptor in total.
Swapping into the 1972 Jensen Interceptor SP (‘Six Pack’) – one of only 232 made, with close to 400bhp.
This one has original-style 17in alloys, uprated Fosseway brakes and a big bore exhaust. Kickdown is LOUD. pic.twitter.com/ZODHIp2Hsh
At the time of my visit, Cropredy Bridge had around 15 cars in its showroom, plus several more in the workshop – including a ‘barn-find’ FF originally bought by Porsche to develop its 4WD system.
“Each car is different as they were hand-made,” explains technical manager Mark Walbyoff. “We take on anything from an oil-change to a full 3,000-hour restoration. If the parts aren’t available, we can make them.”
Optional Mopar muscle
Cropredy Bridge CEO Matthew Guillard-Watts then pulls the wraps off a work-in-progress project. His demo Interceptor ‘CB’ will boast 500hp, a six-speed gearbox, independent rear suspension, leather and Alcantara upholstery, and a high-end audio system. However, each car will be entirely built-to-order and bespoke. “A CB customer can have anything up to the 852hp Dodge Demon engine,” says Walbyoff. Gulp.
For the narrow lanes that border the Cotswolds, I’m quietly thankful for ‘just’ the 335hp of the Mk3. This 1974 car has been restored to original specification, giving me a taste of the authentic Interceptor experience.
Cocooned by a high transmission tunnel, its soft seats feel like La-Z-Boy recliners, while tiny dials and unlabelled switches are blunderbussed across the dashboard. The headlamp switch is on the floor, where the clutch pedal would normally be, and there are two horn buttons: one for a cheery toot, the other an angry parp.
Jensen Interceptor road-trip into the Cotswolds.
With 16 all-American cylinders and 14.4 litres, I reckon they’ll hear us coming… pic.twitter.com/MwHjq8q4tT
The 7.2-litre V8 coughs lazily into life. Prod the throttle and the whole car rocks with big-block torque, then clunk the shifter into Drive and the Interceptor slurs away. Its power steering is light and aloof, its suspension floaty and unflustered.
That engine is the main event, though. It rumbles like rolling thunder as two twin-barrel Weber carburettors gargle unleaded at a rate of 12.5 miles per gallon. It also pulls like an Amtrak train: effortless and knife-through-butter smooth.
Show us your Six-Pack
I pull over and swap into the SP. Those initials stand for ‘Six-Pack’ (the red car pictured here, and another oh-so-cool Jensen name). Its additional carburettor means a heady 385hp output.
This car is half-way to a CB, with some carefully chosen upgrades – notably 17-inch alloys, adjustable dampers and beefed-up Fosseway brakes – to modernise its manners. The result is keener turn-in and a more planted, confidence-inspiring feel, plus explosive kickdown response. The only downside, says Guillard-Watts, is “about 9mpg if you press on”.
Cropredy Bridge has helped Jensen reclaim its reputation, and prices are rising. You’ll pay well into six figures for a tidy Vignale or FF, although project cars can still be found for hatchback money.
If a Bentley is too brash and an E-Type too obvious, the Jenson Interceptor is a captivating alternative.
Summer has finally arrived, so you might be tempted to treat yourself to some weekend wheels. And if you have £5,000 or more to spend, you could do much worse than Toyota’s ‘midship runabout 2-seater’.
For this Retro Road Test special, we borrowed a first- and a third-generation MR2 from Toyota UK’s heritage fleet. Which one of these two modern classics should you spend your money on?
MR2 Mk1: What are its rivals?
Launched in 1984, the original MR2 was intended as a fun-to-drive sports car that would also be relatively cheap to run.
It was unusual in its mid-engined layout, but its compact dimensions complied with strict Japanese regulations. It arrived around the same time as rival 1980s coupes like the Fiat X1/9, Volkswagen Scirocco and Honda CR-X.
MR2 Mk3: What are its rivals?
The third-generation MR2, launched in 1999, was a different proposition to its predecessors. While it retained a mid-engined layout, this car was a proper convertible.
It was closer in concept to the wildly successful Mazda MX-5 and the (also mid-engined) MGF.
MR2 Mk1: Which engines does it use?
The original MR2 shared its naturally-aspirated, 1.6-litre four-cylinder petrol engine with the more mainstream (and terminally dull) Corolla hatchback.
It produced 128hp in UK-market guise and could hit 62mph in less than 9.0 seconds – quick for its time, and faster than its peers, too.
MR2 Mk3: Which engines does it use?
By this third-generation model, the MR2 had a 1.8-litre four-cylinder naturally-aspirated engine. Like its predecessors, it featured dual overhead camshafts and 16 valves – while the camshaft timing was adjustable using Toyota’s VVT-i system.
The car’s modest kerb weight meant it could hit 62mph in between 6.8 seconds and 8.7 seconds, depending on the transmission (five- and six-speed manuals were available, along with a five-speed sequential ’box.
MR2 Mk1: What’s it like to drive?
The 1987 example we’re testing here still feels incredibly sprightly, even though it’s probably lost a few horses over the years – and wasn’t, by Toyota’s admission, the best example when we tested it. With the engine’s weight sitting close to the rear wheels, it’s clear from the start that the original MR2 offers extraordinary levels of grip. Give it the beans from a standstill, for example, and you have to be very clumsy with the clutch for the wheels to (briefly) spin up.
Despite its lack of power assistance, the steering is light (perhaps overly so) when you increase speed – something that’ll happen swiftly as you work the twin-cam engine through the gears, changing up close to the 8,000rpm redline. It has an appetite for being driven hard and encourages you to do so.
While the old Toyota won’t see which way a newer hot hatchback went, it provides one of the most enjoyable classic driving experiences for the money. The sound, steering feel and unusual driving position combine to make it a wonderfully analogue experience.
MR2 Mk3: What’s it like to drive?
After driving the first-generation MR2, the Mk3 feels a little bland at first. Its interior is very dull in comparison; while the Mk1 feels wonderfully 1980s, the recent model is more what you’d expect from Toyota. In other words, lots of black plastics and nothing particularly exciting.
Spend some time getting to know the third-gen MR2, though, and it’s equally likeable in a different way. Just like its predecessors, its mid-engined handling provides oodles of grip, while its diminutive dimensions give you lots of confidence for threading it down rural roads.
While it’s not as playful as a Mazda MX-5 (if you get the rear out, you’ll probably need more than a dab of oppo to straighten it up), it does feel more agile. Turn into a bend and it shrugs off any thoughts of understeer.
MR2 Mk1: Could I drive it every day?
We quite often say this in Retro Road Tests: you could drive the Mk1 MR2 every day, but it’d be a shame to. Its limited storage space, lack of refinement and the potential to break down (yes, it’s a Toyota – but a very old one now) mean you’d probably start to dislike it fairly quickly.
Save it for the weekend, though, and you’ll relish every mile behind those pop-up headlamps.
MR2 Mk3: Could I drive it every day?
If you’re looking for a car to daily-drive, the Mk3 MR2 is a far more realistic option. It feels quite modern inside – lack of touchscreens notwithstanding – but don’t be fooled into thinking this car is practical.
Boot space is also tiny: barely sufficient for a couple of weekend bags. And you’ll also have to take it easy in inclement weather, as the Mk3 isn’t averse to swapping ends when grip turns to slip.
MR2 Mk1: How much should I pay?
Prices for the original MR2 have strengthened in recent years. It’s definitely one of those cars where it pays to spend more money on a cherished example than be tempted by the cheaper end of the market.
You can pick one up from around £5,000, but it will probably need some bodywork in the near-future. And there is no shortage of suspension parts that could need replacing to make it drive like new: bushes, droplinks, shock absorbers and springs all wear with age. The best cars are now priced comfortably into five figures.
MR2 Mk3: How much should I pay?
Prices for the Mk3 MR2 are generally lower than the Mk1. You could spot what appears to be a bargain, but they tend to be leggy examples with unenthusiastic owners who may have skimped on maintenance.
Ideally, we’d be looking to spend at least £7,000 on a 2003-or-later example of Toyota’s mid-engined roadster.
MR2 Mk1: What should I look for?
Rust is the big issue with early MR2s. They rot everywhere, including the wheelarches, wings, B-pillars, A-pillars and sills. A fibreglass bodykit makes it easy for rust to be hidden, so make sure you get underneath the car and have a poke around.
The engine is fairly robust, but you’ll want proof of regular servicing. Listen for a tappety sound on start-up – not a huge concern, but a sign it may not have been maintained as well as you’d like. And check for smoke coming from the exhaust tailpipe, too.
MR2 Mk3: What should I look for?
In the first instance, look out for signs of how well the car has been treated. Has it got many marks on the body, do the panel gaps look even, are all the tyres a good brand with plenty of tread, and does the owner have a folder full of paperwork?
Earlier models can often face excessive oil consumption, while abused examples that have been thrashed from cold can suffer from the pre-cat breaking up and being sucked into the engine. A costly fix.
Although the third-generation model doesn’t suffer from rust as much as older examples, the rear crossmember is known to corrode. And it’s usually disguised by an undertray, meaning it won’t be picked up by the MOT test.
Which one should I buy?
In reality, whether you should buy a Mk1 or Mk3 depends largely on what you want from a car. If you want a project that will attract admiring glances at a classic car show, and you are happy to tackle regular maintenance, you should invest in an early MR2 while you still can.
The Mk3, despite its limitations in a practical sense, is a much more usable car today. If you pack light and want to go on a European road-trip, you can feel pretty reassured it will get you there – and in greater comfort than a Mk1, too. A tidy car is probably a safe place to put your money and you’ll love every minute at the wheel.
And if you gave this writer £10,000 and told him to buy either a Mk1 or Mk3 Toyota MR2? I’ll take the original, thanks.
Toyota MR2: Pub fact
The third-generation Toyota MR2 we tested here was actually one of the last cars off the production line in 2006.
One of 300 special editions, it’s badged ‘TF300’ and would have cost £18,015 when new. Each TF300 came with custom leather and Alcantara upholstery, a twin-pipe sports exhaust and its unique vehicle build number stitched into the seats.
Tom Cruise was most recently seen parachuting out of a plane carrying the Olympic flag. However, this Porsche 928 played an important part in his early career.
A leading role in Paul Brickman’s 1983 film Risky Business catapulted the American actor into the limelight, opening the door to roles in blockbuster movies such as Top Gun.
Sharing a central place in the movie’s plot, and even on the theatrical poster alongside Cruise, was a 1979 Porsche 928.
Now, one of the four Porsches used in the filming of Risky Business is being auctioned by Bonhams as part of Monterey Car Week in California.
A major on-screen icon
Originally intended to replace the Porsche 911, the 928 was launched in 1977, initially powered by a 4.5-litre V8 engine.
It remained in production until 1995. And even though the 928 did not replace the Porsche 911 as planned, it cemented itself as one of the marque’s most familiar sports cars.
According to director John Brickman, the Porsche 928 was chosen for Risky Business due to it being a GT car that a successful Chicagoan might drive every day.
Controversially, Brickman also described the Porsche 911 as being “too mundane”.
‘Porsche: there is no substitute’
Of the four Porsche 928s used in filming, this example was one of two used in the dramatic chase scene. This sees Cruise’s character pursued through downtown Highland Park, Illinois.
Fortunately, this 928 is not the car that was unceremoniously dumped into Lake Michigan.
Rented from a movie car company, the 1979 Porsche 928 was originally painted in white. However, a respray in Platinum Metallic (not available until 1981) gave the 928 a more contemporary look.
Following the 928’s time on screen, it returned to California and was painted in white again. It passed through the hands of several collectors, before receiving a mechanical and cosmetic overhaul.
Going for gold
Now back in Platinum Metallic, the 928 comes with a tan leather interior. The sun visors feature the signatures of Joe Pantoliano and Bronson Pinchot, who both starred in Risky Business alongside Cruise.
This Porsche 928 is undoubtedly a piece of 1980s movie history, and closely linked to a true Hollywood superstar. It’s also said to be the car in which Tom Cruise learned how to drive using a manual gearbox.
Given the significance of this Porsche, Bonhams has provided a pre-auction estimate of $1.4million to $1.8million (£1.1million to £1.41million).
We shall discover on Friday 16 August, when the 928 crosses the block as part of the prestigious The Quail auction in California, if it achieves the considerable guide price.
