Parts for Maserati and Lamborghini cars are now available from renowned Ferrari specialist, GTO Parts.
Established in 1996 by GTO Engineering, the GTO Parts company previously focused on supplying components for Ferraris.
However, having established contacts with suppliers and distributors over two decades, the company is now expanding to other famous Italian brands.
Italian rivals stabled together
GTO Parts will focus on both classic and modern Lamborghini and Maserati models. For Lamborghini, this will cover everything from the earliest 350 GT through to the newest Huracan. The same is true for Maserati – even items for the Levante SUV can be sourced.
A full range of components will include exhaust systems, brakes, body panels and suspension parts. GTO Parts can also supply specialist items on request.
Customers can order from the company’s UK headquarters, or its recently established American site in Los Angeles. This year will also see a new branch of GTO Parts open in Modena, Italy.
Opening up the ‘black book’
The expansion of the GTO Parts business follows the continued development of GTO Engineering.
Along with restoration and maintenance of classic Ferraris, the Berkshire-based firm builds its own Revival range of reborn cars. A bespoke Ferrari-inspired sports car called the Squalo is also in the works.
Mark Lyon, founder and managing director of GTO Engineering, said: “The combination of our cumulative know-how and expertise as classic and modern Ferrari specialists, with our ‘black book’ of Italian automotive suppliers and distributors, made it a natural next step for us to branch out and offer components for Lamborghini and Maserati.”
It took Chevrolet until the recent, eighth generation of Corvette to officially start selling its sports car in right-hand drive.
However, previous generations of the American icon have been available with the steering wheel on the ‘British’ side, thanks to aftermarket conversions.
One of these rare right-hander Corvettes is now available for auction via online platform, The Market.
Fifth time’s a charm
Launched in 1997, the fifth-generation C5 Corvette brought Chevrolet’s sports car firmly up to date. With domestic competition from the Dodge Viper, the Corvette had to rely on more than just its image.
A new rear-mounted transaxle had the benefit of improving weight distribution, with chassis changes providing greater structural rigidity.
Making its debut in the Corvette was a new 5.7-litre ‘LS1’ V8 engine. Developing 345hp and 350lb ft of torque, it allowed the C5 to accelerate from 0-60 mph in 5.0 seconds, with top speed of 175mph.
Buyers could pick from a new six-speed manual gearbox or a four-speed automatic. A fastback coupe was the first body style offered, with convertible and hardtop versions following afterwards.
On the right side of history
This particular 2001 C5 Corvette was ordered for the European market, then converted to right-hand drive using a professional kit. New Zealand-based Bunce Motor Company is now defunct, but had considerable experience in producing RHD conversions.
It is believed to be the only C5 Corvette in right-hand drive form in the UK, making it a true rarity.
Finished in Millennium Yellow, the Corvette was ordered with a six-speed manual gearbox. The current owner is selling due to now requiring an automatic car.
Lightly used, ready for action
Having covered just under 28,000 miles, the Corvette is described as being in good condition. Export models received additional factory rust proofing, helping preserve the C5’s underbody.
Some light discolouration is noted on the Magnaflow exhaust system, with evidence of light wear to the leather upholstery on the driver’s seat.
The interior benefits from an optional head-up display, with the removable roof panel supplied in its factory storage bag.
Servicing work was undertaken in late 2021, including a new compressor for the air conditioning system.
Controversial classic ‘Vette
The idea of an aftermarket right-hand-drive conversion may upset some Corvette purists. However, it undoubtedly adds to the usability of this modern American classic.
Being unique in the UK ensures an extra degree of appeal, and would certainly make for a talking point.
Having met its reserve price, the auction for the Corvette is set to run until Monday 28 February. Whoever wins the special C5 will have a bright yellow way to start the car show season.
In 2016, a humble Volkswagen Golf GTI came runner-up to a Porsche 911 R in EVO magazine’s Car of the Year shootout. Yet just 12 years earlier, the GTI seemed to be heading for extinction. The Golf GTI Clubsport S, which had just set the Nurburgring front-wheel-drive lap record, had beaten the best from McLaren, Aston Martin, Lamborghini, Mercedes-AMG and BMW M. Where did it all go right?
The Mk1 Golf GTI of 1976, while not the first, had reinforced the mould for the hot hatchback. Seven years later, the Mk2 took the basic formula and refined it, attending to numerous issues such as the brakes – no longer compromised by a half-hearted conversion to right-hand drive. In 1986, a zesty 139hp 16v version, which relished sorties to the upper reaches of the rev counter, joined the hardy 112hp 8v GTI, finally providing the exhilarating motor the chassis deserved.
By the late 1980s, the GTI had established itself as one of the most desirable cars on the road, practical enough for the school run, but still capable of setting pulses racing on the open road.
GTI in the doldrums
When the third generation (pictured above) arrived in 1992, all it had to do was capitalise on the solid foundations of what went before. Dead easy, right? Wrong. The GTI’s difficult third album went somewhat off-key thanks to legislation forcing manufacturers to incorporate catalytic converters, airbags and better crash protection.
All this made cars more expensive to build and heavier. With no budget for significant changes to the GTI’s engine, the only model available for the first two years was the 115hp 8v, which was bored out to 2.0 litres and gained a measly 3hp. This equated to a 20hp drop in power-to-weight ratio versus the featherweight Mk1, while the longer stroke and catalyst had the unfortunate effect of reducing its willingness to rev. Not even the 1.8’s gutsy enthusiasm remained.
A 150hp 2.0 16v version arrived in 1994, but the game had moved on. Shortly afterwards, the Peugeot 306 GTI-6 blew the Golf into the weeds with its playful chassis, six-speed gearbox (a genuine novelty in those days) and eager 170hp at 6,500rpm.
Holding on for a hero
Surely the completely revised Mk4 generation launched in 1998 would right those wrongs? Hardly. Once again, two flavours of GTI were offered. The entry-level 125hp version boasted a normally aspirated take on Audi’s high-tech 1.8 20v engine. While pleasant enough to work hard, though, it was just too gutless in the heavy GTI. This was soon replaced by a more tractable 2.0 8v version – but with power back down to just 115hp and a 0-60mph time north of 10 seconds, it was even less deserving of those hallowed three letters.
Even the top-dog 1.8T, with its 150hp turbocharged 20v engine, felt like an opportunity missed: a decent car, but more tepid than hot. A stodgy chassis and five long gears didn’t help its cause one bit.
In 2003, a 180hp six-speed GTI joined the range, but it was too little too late by that point. And let’s not even mention the GTI diesel… To undermine the GTI even more, the all-wheel-drive Golf R32 had stolen the limelight in 2002 with its snarling 240hp V6, aggressive styling and up-for-it chassis, creating a new uber-Golf category all its own. The GTI was dead. Or so we thought.
Like a bolt from the blue, the Mk5 Golf GTI came out fighting in late 2004, determined to snatch back the family jewels while simultaneously flicking vees to the needlessly complicated R32. Already the cooking versions of the Mk5 Golf had impressed with an agile chassis, courtesy of fully independent rear suspension, a first for a front-wheel-drive Golf. Taking heed of the Mk1 Ford Focus’ democratisation of fine handling, VW systematically head-hunted its development team to work on the Golf – and what a wise investment that would prove to be.
I am the resurrection
At last, the GTI had a class-leading chassis, and its engine was a stonker. The ‘EA113’ 1,984cc 16-valve turbocharged four-cylinder produced a modest 197hp (a year later it was outgunned to the tune of 24hp by the Focus ST), but this didn’t matter because its torque-rich delivery and enthusiasm to rev, coupled with relative fuel efficiency, were exactly what a GTI needed. It deftly recaptured the Jekyll-and-Hyde nature of the iconic original, while dragging it firmly into the 21st century. To everyone’s surprise, the GTI was well and truly back.
A slick six-speed manual gearbox with ratios perfectly spaced to keep things on the boil was joined by a twin-clutch DSG automatic, boasting steering wheel-mounted paddle shifters and distinctive over-run pops. Both were excellent and while the manual remained the preferred choice for purists, the self-shifter compounded the GTI’s dual personality and helped it reach a new audience.
Importantly, the GTI also looked great. With the Mk4 version, VW had completely forgotten that a GTI should stand out from the rest of the range. A key sign of how far the mission had crept was the use of wood-effect inlays in the 1.8T model. What were they thinking? The limited edition Mk4 GTI Anniversary of 2002 showed not everyone at Wolfsburg was ignoring the glory days, with its special BBS wheels, red brake calipers, red pinstriped Recaro seats and brushed aluminium trim – and thankfully a similar degree of retro pastiche adorned the Mk5 GTI.
Go-faster stripes
Tartan seat fabric and a red grille pinstripe, key GTI identifiers that both debuted on the Mk1, made a long overdue return, and combined with a unique front bumper and gaping honeycomb grille, the GTI stood out without being OTT. It was this happy medium that made the original so popular and Volkswagen had hit the bullseye once again, with the Mk5 becoming the must-have car of 2005. VW even retained now-fashionable white paint as an exclusive GTI option at first, forging a link between the new car and earlier versions, many of which were also white.
Driving a Mk5 today, the first thing that strikes you is how little the basic driving experience has evolved when compared to the decade-newer Mk7. That’s not to criticise the young pretender, which has sympathetically evolved the Mk5’s recipe, making it faster, safer and cleaner, while still being a hoot to drive. But the Mk5 was so good to start with, in terms of fun it would be hard to improve upon.
The common feel is no surprise when you learn that Volkswagen’s head of chassis tuning, Kartsen Schebsdat, one of the original Focus development team tempted to Wolfsburg, was responsible for both generations. In between the GTIs, he also helped develop the Porsche 911 GT2 RS which, while in a totally different league, must have felt like a walk in the park after turning around the GTI’s fortunes.
Five comes alive
As you install yourself behind the chunky leather flat-bottom steering wheel, everything just feels so right. This is probably to be expected, as the Golf didn’t become Europe’s best seller for nothing, but perfect ergonomics are not something you can take for granted with every hot hatchback. Admittedly, perceived interior quality took a step backwards, with an elephant’s hind-quarters offering inspiration for the acres of grey plastic on the dashboard and door cards, but it’s all very well assembled, as the well-used 15-year-old example I’m driving confirms. The retro plaid sports seats with their triangular bolsters offer girdle-like support, ratcheting low enough for a sporty driving position.
Twist the flip-key a few degrees and the engine fires up crisply, settling to a smooth idle with a pleasing old-school resonance from the twin tailpipes. Press the alloy-trimmed left pedal, select first gear, then engage the perfectly weighted hydraulic clutch and listen for the distinctive ‘dugga-dugga’ chuntering from the flywheel as the very natural biting point is found. The drive-by-wire throttle, operated via a Porsche-style floor-mounted pedal, also feels nicely weighted and evenly mapped, allowing the 1,984cc engine’s performance to be dispensed accurately, and rendering any (thankfully absent) sport mode redundant.
Carefully manage the throttle in the lower gears, especially in the wet, to avoid overpowering the relatively modest 225-section tyres and by third you will have noticed the often sticky and recalcitrant change of the Mk4 is long gone, a beautifully slick and mechanical action having taken up residence beneath the alloy and leather (but sadly not golf ball-shaped) gearknob.
Open the taps fully and, after just a smidgen of lag, at 2,500rpm it really gets into its stride, hurling itself at the 6,500rpm redline with an endearingly gruff four-cylinder growl, just like the GTI 16v of yore. Unlike the older car, however, this isn’t at the expense of mid-range response, the turbocharger dispensing plenty of torque. A 0-60mph time of 6.7 seconds may sound leisurely today, but bear in mind a whole 10 years later the non-Performance Pack Mk7 GTI only bested this by 0.2 seconds, with emissions regulations clearly hampering progress in the intervening years.
Light on its feet
While deeply impressive, though, it’s not this engine that defines the Mk5 GTI. It’s the car’s chassis. VW finally mastered the black art of suspension tuning and at last had a car to take on rivals from Renault, Ford and Honda. Show it a corner and the steering wheel maintains the reassuring degree of heft, with sufficient feedback to breed confidence in all conditions. Guide the GTI into a sweeper at the kind of speed your brain says you really shouldn’t and it remains totally planted, with just a gentle push into understeer if over-ambition tests the front tyres’ tenacity. Still, a gentle lift quickly resolves this, thanks to the car’s inherent adjustability.
Then it’s a question of waiting for the perfect time to start bleeding the throttle back in. Impatient drivers hoofing it with too much lock applied will find the 207lb ft of torque – dispensed from just 1,800rpm – quickly overpowers the front tyres. But time it just-so and the GTI hooks up cleanly, firing itself out of the corner like a rabbit chasing a greyhound, tyres overspeeding barely perceptibly. It’s this constant process of calculating the amount of throttle the constantly varying grip levels can take that makes for such an addictively interactive experience. It’s key to what makes the Mk5 so special, and so much more engaging than its direct predecessor.
The four-link rear suspension unlocked the GTI’s transformation from handling dullard to wizard. In contrast to the torsion beam setup that had underpinned the rear end of the GTI from day one, engineers could find that sweet balance of agile handling without ruining ride quality, a much harder task on a heavier modern car like the Mk5 Golf, which tipped the scales at 1,328kg – more than 50 percent more than the original. This meant the new GTI was equally at home on a smooth circuit or rutted British B-road, particularly when shod with standard 17-inch wheels. Its uncanny fitness for purpose on our crumbling highways should come as no surprise; prototypes were dispatched to the UK to tune the car specifically for one of its biggest markets.
Best of the breed
A second-generation ESP traction and stability control system was standard and is pleasingly subtle in its intervention, with just a gentle popping from the exhaust system as fuelling is cut, and a flickering orange warning light when the limits of traction are breached. For track use, this can be largely deactivated, leaving just stability control to mop up big moments.
Bright red brake callipers also made a welcome return, grasping 312mm vented discs up-front and solid 286mm discs at the rear with a 16-inch brake servo, up from the 10-inch item on lesser models. Feel was superb and while nothing special, they were perfectly good for road use, if a little undernourished for a track-day pounding.
While what constitutes the best GTI is an argument that can rattle on indefinitely, for driving enjoyment, and excluding any limited editions, the Mk5 comes top for us. Not only is it great fun, it brought the GTI back from the brink, laying a solid foundation for the future. With the GTI now into its eighth generation, we have a lot to thank it for.
McRae won three rounds of the World Rally Championship in 2001 with the Focus, and almost claimed the overall drivers’ title that year.
The Focus is one of many important road and race cars up for grabs as part of the Silverstone Auctions ‘Season Opener’ 2022 sale.
Focus on success
Having spent several years with the Subaru World Rally Team, including title success in 1995, McRae shocked fans with a move to Ford for 1999.
It made him the highest-paid driver in the sport at the time, and he claimed the first WRC wins for the M-Sport-built Ford Focus. However, McRae’s first two seasons with Ford saw him finish just sixth and fourth overall in the drivers’ standings.
This particular Focus – Y4 FMC – was built for the 2001 season. It took McRae within touching distance of another championship.
Powered by a 2.0-litre turbocharged engine, the Focus WRC was fitted with all-wheel drive and a sequential transmission.
Battle of Britain 2001
McRae and co-driver Nicky Grist initially struggled during the opening rounds of the season. Using Y4 FMC, however, the duo achieved a trio of victories, winning the Argentina, Cyprus and Greek Acropolis rallies.
Two more podiums, and a fifth-place finish in Australia, saw McRae leading the championship and poised to win another title. Only Britain’s Richard Burns could beat him as they headed to the final Network Q Rally of Great Britain.
With his typical ‘flat out’ driving style, McRae crashed heavily on the fourth stage of the event. It meant an immediate retirement, handing the late Richard Burns his first and only World Rally Championship.
Strong competitor
Following the crash, Y4 FMC was rebuilt by the M-Sport team and used during 2002. It was then sold into private ownership and used in British rallying competitions for several years.
Recently prepared by motorsport experts, the Focus still wears its iconic Martini livery from 2001. It comes complete with extensive an history file, including the original FIA homologation papers and Technical Passport.
Detailed setup information from M-Sport will be supplied, along with full instructions on how to start and run the Focus.
True motorsport history
McRae’s tragic death in 2007, the result of a helicopter crash that also claimed the lives of his son and two friends, left an indelible mark on the motorsport world.
The ‘all or nothing’ approach taken by McRae is demonstrated by the story behind this Focus WRC. As an important piece of rallying history, Silverstone Auctions suggests a pre-sale estimate of £300,000 to £350,000.
Set to be auctioned on Saturday 5 March at The RAF Museum in London, the Focus is likely to attract plenty of interest from rallying enthusiasts.
Fast Fords, a Humber estate and a Ferrari are amongst the first 10 cars picked for the Lancaster Insurance Pride of Ownership award.
The competition forms part of the Practical Classics Classic Car and Restoration Show, which takes place next month at the Birmingham NEC.
A further 10 finalists will be chosen soon, with show visitors then able to vote for their favourite.
Taking pride in your work
Lucy Arnold’s beautiful 1962 Jaguar E-Type FHC is likely to be a strong contender. Classic British sports car fans will also be drawn to the 1965 MGB owned by Mike Pim-Keirle.
Fords make up five of the first 10 contenders, including the 1981 Escort XR3 Turbo owned by Alan Herring. It will line-up against Mark Misiura’s 1986 Capri, which now features Cosworth running gear beneath the bonnet.
Paul Ward’s 1970 Lotus Cortina Mk2, Shaun Hunter’s 1973 Escort Mk1 and a 1969 Mustang owned by Brian Birch and Meryl Richards complete the list of Blue Oval entries.
In contrast, Michael Hawkins’ 1990 Ferrari 348 brings a degree of Italian flair to the contest.
Classics for all tastes
Rounding off the first batch of contenders is a 1965 Humber Super Snipe Estate, owned by Brian Kent, and Richard Wilson’s 1989 MG Metro.
The next batch of 10 finalists for the Lancaster Insurance Pride of Ownership award will be announced closer to the show date.
Andrew Evanson of Lancaster Insurance said: “We’re thrilled to be back at the NEC for 2022, and these first 10 Pride of Ownership finalists show just what enthusiasts can look forward to. It’s a very special choice of classics that will appeal to all ages and tastes.”
The 2022 Practical Classics Classic Car and Restoration Show takes place from 18-20 March 2022, and tickets are now on sale.
An advanced, lightweight aluminium body structure. A super-slippery silhouette to cheat the wind. A drop-down front panel allowing access to essential servicing items. This sounded like the sports car of tomorrow.
But the Audi A2 was a five-door hatchback, and a tall one at that. Its outline was dangerously close to a ‘sensible shoes’ people carrier, its most powerful engine a 1.6-litre of 110hp.
It was also brave, brilliant and if you’re thoughtful about design and its functionality, deeply appealing. The A2 was a car years ahead of its time.
A slippery customer
The above sounds like the copy from an advert, but the A2 really was futuristic. It emerged in 1999, but was built around the engineering obsessions of today: light weight, a low drag coefficient, highly efficient engines and a suite of lesser fuel economy boosters. These ranged from intelligent alternators to low rolling-resistance tyres.
None of which obstructed its functionality. Unlike most ultra-aerodynamic cars, you didn’t strike your head on the roof when you were getting in, and its boot wasn’t so tiny that you needed a ‘light weighting’ approach to packing. You could even turn your A2 into a van by extracting its removable rear seats.
Mind you, Audi was rather mean with these, providing only two in the rear as standard, no doubt in the interests of weight-saving, the fifth place being optional. This was consistent with Audi’s fairly sparse approach to standard equipment, too.
Still, no point in undoing the good work done by the body engineers, who had designed a shell that was 43 percent lighter than the steel equivalent, enabling the lightest A2 to weigh in at an impressive 895kg (a bantamweight in modern car terms).
Economy up to 94mpg
A Cd (aerodynamic drag factor) as low as 0.25 for the least wind-resistant versions – that’s a number only just being reached today – plus some economical engines produced the kind of fuel efficiency car companies are chasing now. The 1.4-litre petrol engine was good for 45mpg, the diesel’s consumption in the 60s.
The 1.4 diesel was a three-cylinder, its charming throb also ahead of the times – and for some markets (not ours, sadly) Audi built so called ‘three litre’ 1.2 version, the name referring to the car’s potential for 3 litres/100km (94mpg) economy. Its 81g/km CO2 emissions sound like a number from this decade rather than last century, too.
Power steering and air conditioning were stripped out to save fuel, the three litre’s economy further boosted by low rolling-resistance tyres, direct fuel injection, an automated manual transmission, stop-start and lightweight suspension. However, all this high-tech kit made for an expensive car.
Money lost on every car
If the three-litre A2’s money-saving credentials were dubious for owners, the economics of the entire A2 project were disastrous for Audi. The company is alleged to have lost £4,000 on every car sold, partly because its alloy body was expensive to make, but also because the A2 sold nowhere near the numbers intended.
During its shortened six-year life, 176,377 cars found buyers, a poor contrast to the one million or so A-Class models that Mercedes-Benz sold. The A2’s high price didn’t help and nor did its flaws, although there were less of these than the Mercedes presented. The A2 didn’t fall over at the sight of an elk, either.
Still, the A2 had a few issues, and seeing out of it was one of them. The lengthy distance from the driver’s eyes to the A-pillars sometimes made it hard to see past them, while the abruptly curved tailgate glass distorted a rearward view further impeded by a spoiler and tinted glass. Water-repellent tailgate glazing didn’t compensate for a missing rear wiper, either.
The A2’s other big issue was its ride, which had you wondering whether you really wanted to save fuel that badly, and whether the engineers had inflated its tyres to 100psi in a misguided quest for economy. It was expensive to repair after a crash, too, a factor that has sent many to an early rendez-vous with the crusher.
A design school thesis
If you’re a lover of rational design, it’s hard not to admire – and even desire – an A2. It might have resembled an automotive design school thesis, but the ridged roof, single pantograph-action wiper, lack of any wiper at all at the rear, dent-proof plastic wheelarches, removable rear seats and maintenance features accessed via the closed-off grille (pictured above) all pointed to a project fashioned by young and slightly naive idealists.
Not that you’d call it pretty, now or then, its university project styling clearly failing to trigger the mass extraction of credit cards from wallets.
For all that, though, it was a mightily far-sighted car, its emphasis on low emissions, good economy and clever practicality all the stuff of today’s showrooms. And only BMW has dared to pursue a lightweight body structure for a car in this class since, with the i3.
Audi’s engineering ambition has been a little more cautious since the A2. But failure or not, this car certainly shone a light on the future.
This is what the future looked like in 1999. A future that, in Audi’s view, relied on clever packaging, lightweight aluminium construction and, er, diesel engines.
The 90hp 1.4-litre TDI, introduced in 2003 and tested here, could return 65.7mpg. That was groundbreaking 12 years ago – and is still very respectable today.
So, what else do you need to know about the Audi A2? How does it drive – and should you buy one?
What are its rivals?
The Audi A2’s biggest rival when new came from fellow German manufacturer, Mercedes-Benz. Remember the original, supermini-on-stilts A-Class?
You could compare its MPV-style design with the Honda Jazz, but you probably shouldn’t.
What engine does it use?
Audi A2 buyers had a choice of two petrol engines. There’s the 75hp three-cylinder 1.4, which has a tendency to seem underpowered, or a 110hp 1.6 that feels a tad feistier.
However, the 1.4-litre three-cylinder TDI diesel was better regarded in its day. It was available with 75hp, or the more powerful 90hp version (driven here) after 2003.
What’s it like to drive?
Low weight means the 90hp diesel Audi A2 feels a lot quicker than you’d expect – and faster than its 10.9-second 0-62mph time would suggest.
It’s a clattery old engine by today’s standards, though – noisy at idle, but getting more characterful as you give it some beans. It likes to be given said beans, too; its narrow power-band is higher up the rev range than you’d expect if you’re accustomed to modern diesels.
It’s a really fun car to drive around town, with light steering and a tight turning circle. Our biggest criticism, and the biggest issue in its day (apart from the price), is its ultra-firm ride. Still, that does translate into a car that handles surprisingly well out of town. On motorways, it’s still sprightly enough, if not particularly quiet.
Reliability and running costs
The A2 has typical Audi build quality, so there shouldn’t be a lot that goes wrong with it. The cambelt needs changing every 60,000-80,000 miles, so budget £500 for that, and make sure it’s serviced regularly.
With its official 65.7mpg fuel economy figure, the A2 should be cheap to run – and its 42-litre fuel tank should equate to more than 600 miles before you have to fill up.
Insurance might be costlier than you’d expect, though, as the aluminium body panels are expensive to repair.
Could I drive it every day?
Absolutely you could. If motorway miles are your thing, you’ll find a bigger Audi of the same age much more agreeable. But the A2 offers a fun drive for those who spend more time in urban areas.
At less than 1.7m wide, it’ll squeeze through tight gaps, while it’s also a doddle to park. Its clever packaging means it’s surprisingly practical, and the rear seats fold down if you need extra boot space.
How much should I pay?
The Audi A2 was always expensive. The list price of this model was more than £16,000, while some owners apparently payed more than £20,000 with options.
Relative rarity and timeless looks mean the A2 held onto its value well for a while, but they are now hovering somewhere between ‘banger territory’ and ‘appreciating modern classic‘.
You can find one for around £1,000, but you’d be wise to double that budget if you want a fairly tidy diesel.
What should I look out for?
The usual stuff, really. Has the cambelt been changed, and has the car been regularly serviced? Also look out for any that have been repaired badly.
The aluminium construction is tricky (and thus costly) to fix, so walk away if corners have been cut.
Should I buy one?
Very few cars have resulted in as much classified browsing in the Retro Motor office as the Audi A2.
It’s a flawed car by today’s standards, but its design has aged so well. There’s no doubt that it’s a classic-in-waiting, so buy a good one and look after it.
Pub fact
Audi decided the A2 could go without a traditional bonnet. Instead, it fitted a service hatch for easy access to the car’s essential fluids.
If you want access to the engine, you have to unscrew two catches and lift off the 8kg bonnet. It’s easy enough, but in reality most owners will have little need.
The UK car auction market is growing fast, with vehicles from the 1980s and 1990s proving particularly sought-after.
Such modern classics are driving sales, according to auction platform Car and Classic. In particular, mainstream performance cars that today’s drivers grew up lusting over are in high demand.
Prices for the original Audi Quattro, for example, are on the rise, thanks to its mix of agile handling, reliability and competition kudos.
Retro auction stars
Nonetheless, as the market heats up, many enthusiasts are now looking towards cheaper alternatives.
At £29,500, a Ford Sierra Sapphire RS Cosworth might appear expensive in isolation, but it makes for a bargain compared to three-door versions of the fast Ford.
The trend is also evident with the Peugeot 205 GTI. Regarded as one of the greatest hot hatchbacks, auction prices for good examples are reaching £18,000. As a result, the more affordable – but equally dynamic – 309 GTI is attracting attention.
A combination of modern performance and reliability, plus the potential for values to increase, makes them especially desirable.
Total auction sales in the UK were valued at more than £155 million in 2021. However, 95 percent of the 4,216 cars sold last year were valued at less than £100,000 – proof that auctions aren’t all about supercars and concours-winning classics.
Online auctions keep clicking
Tom Wood, CEO of Car and Classic, sees online auctions as the main factor behind growing sales. “The benefits of buying your classic car online are varied and obvious, but using this channel also influences the market in terms of breadth of scope, geographical areas, and choice,” he explains.
“It offers both buyers and sellers an opportunity to change trends by incorporating more ‘humble’, ordinary classics. It becomes a champion of the man on the street, the enthusiast, those who seldom find anything at physical auctions to suit their taste, desires or budget.
“Auctions that were born for the trade may go back to their roots, as the online auction world appeals to the individual instead.”
To commemorate the 120th anniversary of Skoda Motorsport, one of the brand’s rarest cars has been reconstructed.
Skoda only built five examples of the 1100 OHC race car, with just two of them being coupes.
Now one of the lightweight 1100 OHC Coupes has been reborn, using a combination of traditional techniques and modern technology.
Simply clever construction
Based on the Skoda 1101 ‘Tudor’, the 1100 OHC was developed for sports car endurance racing. Initially designed in 1957 as an open-top roadster, Skoda revealed a pair of streamlined coupes in 1959 and 1960.
Key to the 1100 OHC’s low weight was a semi-monocoque chassis, with thin-walled tubes providing rigidity. With a lightweight body on top, the 1100 OHC tipped the scales at just 555kg.
A production-based 1.1-litre four-cylinder engine was chosen for the 1100 OHC Coupe. Both the cylinders and crankshaft were made from aluminium, and the diminutive motor offered a impressive 92hp. Depending on the five-speed transmission’s gearing, it could reach a top speed of 120mph.
Following the end of their racing careers, both 1100 OHC Coupes were destroyed in road accidents.
Rebuilt from the ground up
Fortunately, many parts from the 1100 OHC Coupe had been preserved. Technical documents for the car were also still present in the Skoda Auto archive, including detailed drawings of the bespoke components.
The Skoda Museum had previously acquired the rolling truss-frame chassis, with a complete restoration finished by the end of 2015. Instead of simply displaying the rebuilt chassis in the museum, though, employees decided to go a little further.
Recreating the Coupe’s aluminium bodywork would be the most challenging task. Numerous 2D drawings were scanned and analysed by Skoda’s Prototype Centre, generating 3D models and sketches.
Once all departments were happy, fabrication of the aluminium parts could begin.
All boxes Czech’d
Made from aluminium sheets just 0.8mm to 1mm thick, the bodywork was formed entirely by hand.
Other classic Skoda models were used to supply smaller parts found on the 1100 OHC. Door handles were taken from a Skoda 1200 saloon, with the three-spoke steering wheel from a Skoda Popular.
Now a fully working race car again, the 1100 OHC Coupe will go on display at the Skoda Museum in Mladá Boleslav.
MotoFest Coventry has confirmed it will be back for 2022, with the promise of the biggest and boldest event to date.
Set to be held on Saturday 10, and Sunday 11 September, MotoFest will be a culmination of Coventry City Council’s ‘Our City Moves’ project.
Along with the return of the unique Ring Road circuit, this year’s MotoFest will feature a theme of past, present, and future.
On the (Ring) Road again
Last year saw show organisers forced to run a small-scale version of the MotoFest. However, the 2022 event will include a combination of live action on track, along with static displays throughout the city.
The Ring Road circuit, located in the heart of the city, will play host to iconic cars and motorbikes from the world of motorsport.
Across the city, modified cars and classic vehicles will be placed on display for crowds to see up close. Live music, and a celebration of all things Coventry-related, will be included, too.
Latest automotive tech on display
Along with the traditional focus on motorsport and automotive heritage, MotoFest Coventry 2022 will also place attention on the latest automotive technology. A showcase of the alternatively fuelled vehicles, including battery electric cars, will take centre stage.
The change in date from the typical June weekend has been a conscious decision by MotoFest organisers. Moving to September avoids a clash with the Platinum Jubilee celebrations, and other special events taking place in Coventry.
As with previous MotoFest events, attendance will be free.
“A non-stop cultural celebration”
James Noble, MotoFest Coventry festival director, said: “We are delighted to announce the full return of the MotoFest Coventry 2022 festival.
“This year MotoFest Coventry will be back bigger and bolder than ever, with a non-stop cultural celebration of the city’s motoring past, present and future.
“We will welcome the return of traditional MotoFest favourites such as the unique Ring Road Sprint Circuit, live motorsport displays and motorbikes, both on and off the track, to name just a few of our most popular attractions.”
Cllr Abdul Salam Khan, Cabinet Member for Events, at Coventry City Council added: “I’m delighted to hear about the return of MotoFest Coventry for 2022 as I know how popular this event is in both engaging Coventry residents and encouraging people from outside the city to visit and enjoy their weekend here in the city.
“Coventry has an amazing history and ongoing exciting story to tell on transport, innovation and how we are at the forefront of automotive design and technology.
“MotoFest is another great event for Coventry to host and I’m sure the weekend will be a roaring success later this year.”
