Listed for the Silverstone Auctions NEC Classic Motor Show Sale, it is said to be the world’s most famous Mini Moke.
The car’s celebrity status stems from being one of two remaining examples that appeared on the classic Patrick McGoohan show, The Prisoner.
”I am not a number!”
Filmed between 1966 and 1968, The Prisoner saw McGoohan take on the role of former spy, Number Six. With the elaborate Portmeirion village used as a setting, the show revelled in 1960s counterculture and psychological tension.
Along with the Lotus Seven driven by McGoohan’s character, Mini Mokes played a key role in the series.
A total of four Mokes were used during production of The Prisoner, acting as taxis in the mysterious Village resort.
This particular Moke, with the registration HLT 709C, was seen extensively on screen. McGoohan himself drove it in several episodes, adding to its significance for fans of the programme.
“I am a free man!”
Following filming, HLT 709C spent time in Sheffield, before being discovered in a Dutch barn in 2011. With dilapidated bodywork and its Mini Cooper engine out of action, extensive restoration work was needed.
The chassis was acid-dipped, with repairs undertaken to the rotten bodywork and structural elements.
Phil Caunt, who discovered the Moke, wanted to preserve as much of its originality as possible when doing the work. This included replicating the unique faux wood trim, along with recreating the striped seat covers and roof fabric.
The original Penny Farthing motif added for filming remains on the bonnet, albeit faded.
“Be seeing you”
The restoration process was documented extensively, and saw the Moke star on the cover of Mini World magazine in September 2018. After the work was completed, its first outing was to Portmeirion for a 50th anniversary event.
Given the cult status of The Prisoner, the car should appeal to a wide range of collectors.
The Moke will be auctioned as part of the NEC Classic Motor Show sale, and is set to cross the auction block on Saturday 13 November.
Other vehicles listed for sale include a collection of Jaguar E-Types and a one-off Dowsetts Comet.
The Countach in question had been purchased by the auction vendor in 2000, with the car driven up until 2008.
A full rebuild on the 370hp 4.8-litre V12 engine was carried out in 2004, with an extensive overhaul of the chassis performed in 2006. However, the car was stripped down for a respray in 2008 that was never completed.
The body shop undertaking the paint job and interior retrim was placed into administration, leaving the Countach untouched.
For reasons not explained, the owner opted to keep the Lamborghini unfinished. This meant placing it in storage for a number of years.
Life-size model kit
Ahead of the auction, the seller confirmed that the Countach was believed to have all parts present and correct. This included an expensive new windscreen.
When it first left the Sant’Agata factory, the car was painted black, and fitted with the optional large rear wing. Nine previous owners are recorded, with the original handbook and various records to demonstrate its provenance.
In an earlier life, the Countach appeared on the cover of a 1996 book titled Lamborghini: The Spirit of the Bull. The car is also said to have appeared on the Fifth Gear TV show.
The new owner will have a little work to do before it can hit the road again.
Research has uncovered the substantial number of classic cars that fail MOT tests.
Cars more than 40 years old do not legally require an MOT test. However, for additional peace of mind, owners can voluntarily submit their cars to be tested.
DVSA data shows almost a fifth (18.4 percent) of classic cars that are voluntarily tested come back an MOT failure.
With age comes wisdom
Even though MOT tests for older cars are not mandatory, drivers are still responsible for keeping vehicles in roadworthy condition.
Failure to do so can result in a fine of up to £2,500 and three penalty points.
Between January 2019 and June 2021, more than 121,000 non-mandatory MOT tests of classic cars took place.
Newer classic cars were more likely to have problems. A vehicle from the 1970s was three times more likely to fail than one from the 1950s.
Low mileage is not low risk
From the testing data, Dodge vehicles were found to have the highest failure rate. When MOT’d, 55.2 percent of cars and trucks from the American brand did not pass.
Cars from the now-defunct BMC saw a 39.3 percent failure rate, with Volkswagen models the third-highest – on 31.9 percent.
There were no recorded failures for classic cars from Bentley, Saab, Peugeot, Toyota or TVR.
Jessica Potts, head of marketing at BookMyGarage.com, which carried out the research, commented, “The fact that almost a fifth of classic cars failed voluntary MOT tests highlights the importance of classic car owners carrying out regular checks and keeping on top of maintenance.
“Even if a classic car covers a limited number of miles each year, it’s not uncommon for potentially dangerous faults to occur.
“For example, components such as tyres or suspension bushes can perish with age, electrical faults can often cause problems with lights, brake lines can corrode, brake calipers can stick due to a lack of use, and bodywork corrosion can lead to structural problems.”
The British Motor Museum at Gaydon has launched a new membership scheme for petrolheads to get closer to the collection and help raise funds to secure its future.
Members will get guaranteed free entry to the museum, even during special weekend shows.
They will also get exclusive previews to new exhibitions and also gain access to new members-only events.
The first will take place in spring 2022: ‘Museum on the Move’ will open with drinks and canapes in the museum’s Sky Suite, ahead of exclusive access to some of the museum’s cars, including ‘Huey’, the first ever Land Rover, and the MG Metro 6R4 prototype.
Membership costs from £3.50 a month or £42 a year.
There are individual, joint and family memberships, plus a Premium Member initiative alongside the standard membership: this costs £120 a year, or £10 a month.
“The Covid pandemic has been a tough time for the museum and all attractions in general,” said British Motor Museum MD Jeff Coope.
“This new membership scheme will help us ensure a bright future for the museum.
“Members will be able to form a closer relationship with the museum’s collections and team… it is a wonderful way to discover more about us and support our work.”
The team at the museum are keen to remind fans that it is an independent museum and registered educational charity – but it receives no central government funding.
Members receive a welcome pack that includes a membership card, souvenir museum badge, car sticker and pin badge.
Further benefits include 10 percent off the museum gift shop and Junction 12 Café, plus quarterly updates with latest news from the British Motor Museum.
Premium Members can also have a private museum tour, and get a 20 percent at the café and shop.
It’s the first finished vehicle to emerge from ‘The Smallest Cog’ venture, and will appear on a Discovery+ documentary series later this year.
Classic Car Auctions will sell the RS2000 as part of the Practical Classic Cars and Restoration Show sale.
Another cog in the machine
Earlier this year, Hammond raised more than £230,000 through the sale of his own vehicle collection. The funds from this were used to establish The Smallest Cog workshop.
Located in Rotherwas, Herefordshire, Hammond started the business with father and son Neil and Anthony Greenhouse.
The Mk2 Escort RS2000 is the first car to be recommissioned by the team, having previously been purchased at auction.
Originally supplied to a UK owner, the RS2000 moved to the Isle of Man, followed by the Republic of Ireland.
Returned to RS standards
The car was displayed at the London Classic Car Show in its unrestored state. Following the work, the RS2000 made an appearance at the Hampton Court Concours of Elegance event.
Attracting attention at the Concours of Elegance was the Escort’s deep Midnight Blue paintwork. The famed ‘droop snoot’ nose and four-spoke Rallye Sport wheels are also present and correct. Inside, an entirely new beige interior has been fitted by Aldridge Trimmers.
The RS2000’s famed 110hp 2.0-litre Pinto engine has been checked over. New front suspension has been fitted, along with new front and rear brakes.
Classic cars and TV stars
Despite the booming values for classic fast Fords, the guide price for the RS2000 seems relatively modest. Classic Car Auctions expects the car to achieve between £35,000 and £40,000.
It will give the new owner an impressively prepared classic Ford – and one that will appear on TV later this year.
The sale of the RS2000 takes place on Saturday 25 September during the Practical Classic Cars and Restoration Show at Stoneleigh Park.
Other cars listed for sale include a 1987 Ford Sierra RS Cosworth, 1986 Porsche 911 3.2 SSE and a restored 1970 Jaguar E-Type.
You’ll often hear musicians talk about the ‘difficult second album’ – the problem of following a successful debut with something new and better. Car manufacturers frequently rise to the challenge, though.
We’ve chosen a selection of popular cars that are best sampled second time around.
Ford Cortina Mk2
Launched under the banner of ‘New Cortina is more Cortina’, the second coming of the Ford Cortina represented a marked improvement over the original. More powerful engines, more room inside, more glass, more luggage space and more comfort – just a few elements contributing to the feeling of getting more for your money. It might have lacked the styling purity of the Mk1, but the Cortina Mk2 laid the foundations for Ford’s family car dominance throughout the 1970s and 1980s.
Vauxhall Astra Mk2
The Astra Mk1 was a good car, helping kickstart a huge sales drive by the company and cementing Vauxhall’s position as Ford’s chief rival. But the Mk2 moved the game on, thanks to its ‘pear drop’ styling and excellent value for money. It scooped the Car of the Year award in 1985 and spawned a range of variants, including estate, convertible and hot GTE and GTE 16v models. It was by far the most aerodynamic car in its class and it looked good, even after the arrival of the Mk3 in 1991.
Volkswagen Polo Mk2
The Bertone-designed Volkswagen Polo Mk1 was undoubtedly pretty, but it started life as an Audi. Without wishing to sound patronising, it was a great first attempt at building a supermini by a company with little experience in the segment. The second Polo was genuinely innovative, with Volkswagen adopting a ‘breadvan’ approach, complete with a surprisingly low 0.39 drag coefficient. Saloon, coupe and sporty G40 versions followed.
Seat Ibiza Mk2
We love the original Seat Ibiza. Based on a modified Fiat Ritmo (Strada) platform, styled by Giugiaro, and with input from Karmann and Porsche, it looks and feels like the car the Volkswagen Golf Mk2 should have been. Hashtag controversial. But there’s no room for misty-eyed nostalgia in this gallery, because the fact is the second-generation Ibiza was a more rounded car with universal appeal. Volkswagen’s input, including the use of the Polo platform, may have played a part.
Jaguar Mk2
‘The changes made for 1960 without doubt represent together the greatest improvement so far achieved between a Jaguar model and its predecessor – short of a wholly new design.’ The Autocar review of 1960 should provide all the evidence required to secure the Jaguar Mk2 a place here, with a host of interior and exterior changes creating one of the most iconic cars of the 60s. The Mk1 was good, but the Mk2 was in a different league.
Honda Civic Mk2
The original Civic was a game-changing vehicle for Honda, putting the Japanese giant on the automotive map. Despite appearances, the Civic Mk2 represented a wholesale repackaging of the Mk1, being longer and wider than its predecessor and boasting a much improved cabin.
Vauxhall Cavalier Mk2
Timing is everything. When Vauxhall launched the Cavalier in 1981, it probably expected to continue playing second fiddle to Ford in the sales chart. But nobody was banking on the Ford Sierra’s shock-and-awe styling, which resulted in conservative buyers switching to Vauxhall in their droves. When the dust settled, the Sierra propelled Ford back to the top of the tree, but the Cavalier was part of UK street furniture throughout the 80s, spawning two-door, three-door, five-door, estate and even convertible versions.
Triumph 2000 Mk2
The original Triumph 2000 was a fine executive car, built at a time when Britannia ruled the waves in the segment. But if the Mk1 looked like a comfortable sweater, the Mk2 was a sharp Italian suit, complete with redesigned nose, longer tail, smart instrument cluster and better trim. The last of the big Triumphs, the 2000 and 2.5 PI were superseded by the Rover SD1.
Suzuki SJ410
The Suzuki LJ10 was designed to access the tight spaces that were off limits to larger 4x4s of the time, and its lightness made it a willing companion on the rough stuff. The second-generation SJ410 represented a shift from basic practicality to leisure and lifestyle, as well as providing the springboard for the Jimny you can buy today.
Ford Escort Mk2
In the Anglia, the Ford Escort Mk1 of 1968 had a tough act to follow, but it hit the ground running, became a million-seller and spawned a number of legendary performance versions. The second-generation Escort arrived in 1975 and offered many improvements over the outgoing model. The classic ‘Coke bottle’ styling had gone, but the new Escort was more refined and more economical, despite being about the same size and weight as its predecessor. The performance models were pretty tasty, too.
Toyota Prius II
The original Toyota Prius – along with the Honda Insight – might have been a pioneering hybrid, but it was far from the finished article. The second-generation Prius of 2003 felt like a leap into the future, offering increased fuel efficiency and lower emissions, wrapped in a larger body. It also received the European Car of the Year award in 2005 and consistently scored well in reliability surveys.
Honda Jazz Mk2
‘The 2008 Jazz takes everything people loved about the old Jazz. Then takes it all a couple of steps forwards.’ Not our words, Lynn, but the words of Honest John. HJ is right, of course, because the second Jazz was bigger, more comfortable and better to drive – the most sensible supermini on sale, in fact. Wave your Jazz hands in the air like you just don’t care.
Volvo XC90 Mk2
The first-generation XC90 was a hugely successful car for Volvo, transforming the brand’s image and becoming a hit with soccer moms across the globe. Little wonder, then, that the seven-seat SUV remained in production for a dozen years. The current XC90, however, spearheaded a complete brand and product overhaul for Volvo, now under Chinese ownership. This was a brave new world.
Porsche Boxster 987
The Type 987 or second-generation Boxster arrived in 2005, with Porsche using its eight years experience with the Type 986 to deliver a much improved sports car. The styling was updated and the interior was upgraded, while the second Boxster also spawned a coupe version in the form of the Cayman.
Honda Legend Mk2
How do you follow in the footsteps of a Legend? If your name’s Honda the answer is simple: create another Legend. The second-generation Legend of 1990 was larger, smoother and more powerful than its predecessor, with more purposeful styling that seemed to take aim at the BMW 5 Series. The Legend progressed while the related Rover 800 faltered, with the Mk2 800 merely a facelift of the old model.
Ford Fiesta ST
We’re cheating a little here, because this isn’t so much a Mk2 as a performance version of two (now three) generations of Fiesta. The original ST of the early noughties was powered by a 2.0-litre Zetec engine and it provided an interesting alternative to the all-conquering Clio RS. But the second Fiesta ST was on a different level, catapulting Ford to the top of the hot hatch tree. An absolute modern classic.
Nissan Leaf Mk2
As the first mass-market EV, the Leaf did a huge amount for the electric car segment, not to mention Nissan’s sales figures. The second Leaf is even better. Our verdict: ‘The 2018 Nissan Leaf is exactly the car it needed to be. It’s better all round, and crucially, more normal too. The EV aspect is exceptional, from the brilliant refinement, to the punchy and classy performance, to the extended range. It rides and handles with more European polish, and it’s even pretty good fun.’
Honda Prelude Mk2
We could point to the pop-up headlights as evidence of the Prelude Mk2’s superiority over its predecessor, but there’s more to it than that. For a start, it looks more appealing than the Mk1, with its wedge-like styling and, yes, the pop-up lights. But the new Prelude was also larger, more powerful, better to drive and only marginally less efficient, plus it came packed with cutting-edge tech – including anti-lock brakes. A cool car.
Vauxhall Viva Mk2
The original Vauxhall Viva was a plain and rather conventional small car, but the Mk2 was different in so many ways. ‘In the case of the new Viva, the new model is much, much more than just a new body. Some of our staff thought it so different from the previous one that a new name for it would have been justified.’ The words of Autocar in 1966.
Ford Focus RS Mk2
Few would argue that the Focus RS has evolved and improved with every new generation, but we maintain that the Mk1 was the best looking. It was also a successful halo car for Ford, although the Blue Oval lost money on every one it sold. It had its faults, many of which have become ‘characteristics’ with the passing of time, but the Mk2 was a more rounded product, with a delightful 2.5-litre five-cylinder turbocharged engine.
Mercedes-Benz A-Class
Mercedes-Benz is reported to have lost £1.44 billion on the original A-Class, so bosses would have been pleased to see the back of it in 2005. Many owners were equally unhappy with MB’s small car, which was beset by quality and reliability issues. The Mk2 A-Class was hardly an all-time great, but it was a far better resolved product.
Its sale, by Historics Auctioneers, will give British Leyland enthusiasts the chance to own a genuine piece of Triumph heritage.
Muscling up the TR7
British Leyland had intended to produce a more powerful V8-engined version of the TR7 from the outset. Aimed at the North American market, the TR8 would be dubbed the ‘English Corvette’.
Power would come from the all-aluminium 3.5-litre Rover V8, producing 135hp for cars fitted with dual Zenith Stromberg carburettors. This made for a notable improvement in performance versus the TR7
Initial TR8 models came in coupe form when production started in 1978, with a convertible version following in 1979.
A decision was taken by British Leyland to offer the TR8 in right-hand drive, with a pair of pre-production models made. Intended to identify potential problems, the TR8 up for auction is one of the two ‘method build’ cars.
Painted in Pendelican White, the TR8 is fitted with an automatic transmission. Tan velour upholstery, as used in North American cars, was chosen for the interior.
Shortly after the TR8 entered full-production in right-hand drive, British Leyland executives opted to cancel the TR range. A total of just 18 cars would be made.
A true garage-find classic
Following the TR8’s completion, it was stored at the British Leyland factory in Canley until August 1980.
A management-ordered clearout saw the TR8 sold to a north London collector. With just 73 miles shown on the odometer, the car was placed in a lock-up garage in Hampstead and left alone.
Some 41 years later, it was discovered by classic car specialist Anthony Godin. On finding the TR8, Godin commented: “Something of this scale with its pre-production, low-mileage history really is unprecedented”.
The TR8 is listed for sale at the Historics Auctioneers event, set to be held at Ascot Racecourse.
Following three days of pre-auction viewing, the TR8 and 169 other classic vehicles will go under the hammer on 25 September.
Formerly a sub-brand of Seat, Cupra is now a standalone performance marque. We’ve looked at the back-catalogue of the fastest machines from the Spanish company.
With a name formed from a combination of ‘Cup’ and ‘Racing’, the Cupra badge has been applied to both road and track cars. From motorsport origins to the latest hot hatches, expect lots of yellow paint and performance. Oh, and a few SUVs.
1996 Seat Ibiza Cupra Kit Car and 1977 Seat 124 Grp. 4
The Cupra story officially starts in 1996. However, Seat had enjoyed a substantial racing pedigree since the 1970s, rallying models such as the Group 4-spec 124 seen here.
It was Seat’s entry into the FIA 2-litre World Rally Cup that kickstarted the creation of the Cupra brand, though. Using naturally-aspirated front-wheel-drive cars, but with dramatically widened bodywork, the 2-litre Cup was a support act to the regular WRC.
1999 Seat Ibiza Cupra Kit Car
The Ibiza Kit Car proved to be a runaway success on the rally stage, taking three straight Manufacturers’ titles in 1996, 1997 and 1998. This propelled the Ibiza from leftfield budget hatchback to competition-proven hot hatch. Victories in the British Rally Championship also ensured the UK market was well aware of the Ibiza Cupra.
1997 Seat Ibiza GTI Cupra Sport 16v
Based on the Mk3 Volkswagen Golf, the second-generation Seat Ibiza had featured a GTI model that used the 2.0-litre engine from the German car. With the late-1996 facelift, Seat opted to apply the Cupra badge to a road car, to celebrate its WRC success.
The 150hp 16v Ibiza managed 0-62mph in 7.6 seconds and a 134mph top speed. Although ‘GTI Cupra Sport’ may have been a bit of a mouthful, it marked the move to Seat developing a standalone performance name.
2000 Seat Leon 20VT Cupra
As a product of rampant Volkswagen Group platform-sharing, the first-generation Seat Leon was again able to pluck the best bits from the Golf GTI and add some Spanish flair. Initially badged as ‘Sport’, it didn’t take long for the Cupra name to be added, while the option of yellow paint certainly made this Leon stand out.
Inserting a 180hp 1.8-litre turbocharged engine into the handsome five-door hatchback resulted in one that undercut, and outperformed, its German cousin. European buyers were also given the choice of a 204hp 2.8-litre VR6 version with four-wheel drive.
2000 Seat Ibiza Cupra
Continuing the theme of yellow paint and a 1.8-litre turbocharged engine, another facelift of the second-generation Ibiza added both in 2000. Swapping a naturally aspirated engine for a boosted one increased power to 156hp, although performance stayed on par with the previous version.
Where the 1.8 turbo engine scored highly was the ease with which it could be modified for more power, making it a favourite of boy (and girl) racers.
2000 Seat Cordoba Cupra
After the success of the Ibiza in the 2-litre division, Seat attacked the full World Rally Championship with a competitor based on the Cordoba coupe. With the WRC of the late 1990s at its most spectacular and competitive, the Cordoba rally car failed to repeat the success of the earlier Ibiza, with just a handful of podium places claimed.
Regardless of its lack of wins, Seat still made a Cordoba Cupra road car to celebrate, sharing the same 156hp 1.8-litre turbo engine as the smaller Ibiza.
2001 Seat Ibiza Cupra R
With the second-generation Ibiza fast approaching almost a decade in production, Seat rolled out an even quicker Cupra R version. Limited to just 200 examples, the R benefitted from an increase in power to 180hp with 173lb ft of torque, dropping its 0-62mph time to 7.2 seconds.
Top speed increased to 140mph, with revised suspension and the addition of Brembo brakes to keep everything under control. Additional badging and OZ Racing alloy wheels were the only clues to the extra performance.
2003 Seat Leon Cupra TDI 150
Following the trend for performance diesel hot hatches created by the Golf GT TDI, Seat slotted the same 1.9-litre TDI unit into the Leon Cupra. Although 150hp was the headline figure, it was the 236lb ft of torque that made the Cupra TDI quick in the real world.
The promise of 0-62mph in 8.9 seconds, matched with the potential for 52mpg, was an attractive option. Just don’t mention those NOx emissions…
2003 Seat Leon Cupra R 225
The range-topping Cupra R debuted in 2002, using the same 1.8-litre turbo engine, but with power increased to 210hp. A year later, the ultimate first-generation Leon was created, using the 225hp tuned engine from the Audi S3.
Although it lacked the Audi’s four-wheel-drive system, the reduced weight made for a more frantic and involving driving experience. Zero to 62mph took a tyre-scrabbling 6.9 seconds, while the top speed hit 150mph.
2004 Seat Ibiza Cupra 1.8T
With a third-generation Ibiza finally launched in May 2002, a revised Cupra version appeared two years later. Predictably, the 1.8-litre turbocharged engine still featured, this time with 180hp as standard.
In keeping with the times, Seat also launched a diesel Ibiza Cupra, making use of the ubiquitous 1.9-litre TDI unit. This time it had 160hp and 240lb ft of torque, and looked identical to its petrol brother. Both wore 17-inch wheels and more sculpted bumpers.
2007 Seat Leon Cupra
A shapely new second-generation Leon appeared in 2005, with warm variants found in 2.0-litre TFSI and FR flavours. But it took until 2007 for a new Leon Cupra to be launched, making use of a 240hp version of the 2.0-litre turbocharged petrol engine seen in numerous other VW products.
Sports suspension, 18-inch alloy wheels and bigger brakes were part of the deal, with high-backed sports seats inside. As the most powerful Seat to date, the new Leon Cupra was a big attraction, enough – seemingly – for Duncan James from boyband Blue to pick one.
2007 Seat Leon Cupra BTCC racer
Continuing the theme started with the Ibiza Kit Car, Seat ensured that motorsport formed a major part of the second-generation Leon’s CV. In the World Touring Car Championship – where it competed in various guises between 2005 and 2012 – the Leon achieved two manufacturer titles and numerous wins.
In the British Touring Car Championship, Seat Sport UK ran the Leon Cupra for two seasons in 2005 and 2006. Jason Plato, pictured here, took second place in the drivers’ championship both years, while Seat claimed a manufacturers’ title in 2006.
2009 Seat Ibiza Cupra 1.4 TSI Bocanegra
After the fourth-generation Ibiza hatchback launched in 2008, hot supermini fans didn’t have to wait long. A Cupra and special Bocanegra variant launched in 2009, the latter wearing a distinctive ‘black nose’ in honour of the Seat 1200 Sport from the 1970s.
Cupra power came from Volkswagen’s 1.4-litre twincharger engine, which used both a turbocharger and a supercharger to produce 180hp. The engine also saw service in the contemporary Polo GTI and Skoda Fabia vRS, but was beset by excessive oil consumption issues. A seven-speed DSG dual-clutch gearbox was the only transmission offered.
2010 Seat Leon Cupra R
Sticking with the pattern established by the first-generation car, the ultimate iteration of the Mk2 Leon Cupra spawned an R version in 2010. Like before, adding the uprated engine from the Audi S3 resulted in more power, peaking at 265hp and 258lb ft of torque.
Marked out by additional badging, 19-inch alloy wheels and a chunkier front bumper, the Cupra R also gained Alcantara bucket seats. Zero to 62mph took just 6.2 seconds, while the top speed was so explosive it had to be limited to 155mph.
2014 Seat Leon Cupra 265 / 280
An arms race between hot hatch manufacturers meant that the Cupra version of the new Mk3 Leon would need substantial power. That meant 265hp would be the semi-skimmed Cupra output, with a 280hp version for those who wanted full-fat. Both used the same 2.0-litre four-cylinder turbo petrol engine, with choice of manual or DSG gearboxes.
The option to have a three-door ‘Sport Coupe’ Leon, as opposed to just the traditional five-door hatchback, was also new. Both versions were keenly priced, undercutting the less powerful Golf GTI. Zero to 62mph times of less than six seconds – regardless of engine tune – were a new accolade for the Leon Cupra.
2014 Seat Leon Cupra SC Sub 8
No self-respecting hot hatch would be without a Nürburgring-Nordschleife lap record, and Seat staked its claim with the third-gen Leon Cupra in 2014. A time of seven minutes 58.4 seconds not only made it the new class leader, but also the first hatchback to dip below the eight-minute mark.
In the UK, an additional £2,485 would buy you a Cupra with the same specification as the ’Ring machine, with uprated Brembo brakes, Michelin Pilot Sport 2 tyres and some very orange 19-inch alloy wheels. It didn’t get you touring car ace Jordi Gené, who set the record time, though…
2014 Seat Leon Cupra ST
Fast estates are always popular, but a Sport Tourer version of the Leon Cupra was still something of a surprise. Only offered with the high-output 280hp engine, the added bulk of the ST body meant 0-62mph in 6.1 seconds. Still, this was sufficient for the Leon Cupra ST to notch up another Nürburging record for the Seat brand.
Almost 1,500 litres of boot space with the rear seats folded flat enabled the Cupra ST to do all the usual estate car tasks – just slightly faster than usual.
2015 Seat Ibiza Cupra 1.8 TSI
Following a facelift in 2013, Seat updated the Ibiza Cupra with a new engine. Ditching the controversial 1.4 twincharger unit, a new 1.8-litre turbocharged four-cylinder engine was shared with the similarly updated Polo GTI.
An extra 12hp boosted the total to 192hp, yet it was the 240lb ft of torque that changed the driving experience the most. A six-speed manual gearbox dispensed with the DSG restrictions, and performance improved – with 0-62mph now taking just 6.7 seconds.
2017 Seat Leon Cupra 300
Adding more power became an almost yearly occurrence, with a 290hp Leon Cupra appearing in 2016. With 300hp now almost mandatory for the fastest of hot hatches, it took Seat just a year to endow the Cupra with a further 10hp. Torque also increased to 280lb ft, with the new engine available in all Leon body styles.
The ST estate also gained the option of four-wheel drive, matched with a standard DSG gearbox, making it ever closer to its in-house VW Golf R rival.
2017 Seat Leon Cupra R
True to form, as the years ticked by for the third-generation Leon, the Martorell factory prepared an even more powerful version of the Cupra. Wearing the R badge again, peak power rose by 10hp to a Golf R-matching 310hp total. Powering just the front wheels means 0-62mph is pegged at 5.8 seconds, whilst top speed comes in at 155mph.
Limited to 799 units worldwide, only 24 were destined for the UK and sold out almost immediately, despite a £34,995 price tag. Widened bodywork and special front and rear bumpers mark out the hottest Leon yet. Copper trim appears on the badge lettering, wing mirrors, 19-inch wheels and even the stitching for the bucket seats.
2018 Seat Leon Cupra R ST
The attention may have been on Cupra as a new sub-brand, but Seat chose to reveal a new performance Seat-badged car at the launch event. As a final hurrah before Cupra became established in its own right, the send-off was an estate version of the sold-out Cupra R.
2018 Cupra Ateca
How do you kick off a new performance brand in the 21st century? With a hot SUV, of course. Given the huge popularity of the Ateca, using it as the basis for the first official Cupra offering possibly made sense. It also offered plenty of real-estate to host the new tribal tattoo-inspired Cupra logo.
Off-the-shelf VW Group components – a 300hp 2.0-litre four-cylinder engine, four-wheel drive and a DSG gearbox – help the Cupra Ateca achieve 0-62mph in 5.4 seconds. A substantial bodykit marks this out as no ordinary SUV, while the interior features plentiful amounts of Alcantara.
2018 Cupra Leon TCR
Seat hasn’t forgotten its racing origins in creating the Cupra brand, with motorsport also amalgamated into the new operation. With the existing Leon already proving highly competitive under TCR touring car regulations, a Cupra makeover was the logical next step. An all-electric Cupra e-Racer will also compete in the Pure ETCR series, supporting the World Touring Car Championship.
2019 Cupra Ibiza Concept
A concept version of a Cupra Ibiza was shown at the brand launch. Sadly, the hot supermini has since been put on ice, in favour of (you guessed it) more SUVs. Shame.
2020 Cupra Formentor
The Formentor is Cupra’s first standalone car: a coupe-SUV based on the latest Seat Leon. It launches as a front-driven plug-in hybrid with 245hp, or a four-wheel-drive petrol version with 310hp. Cupra promises 31 miles of electric range from the PHEV version.
There’s plenty of copper trim – including on the dashboard – while the 12-inch central touchscreen offers Android Auto and Apple CarPlay connectivity.
2020 Cupra el-Born
Named after a fashionable part of Barcelona, the electric el-Born hatchback is Cupra’s take on the Volkswagen ID.3. The only performance stat released so far is a 0-31mph time of 2.9 seconds, while range from the 77kWh battery pack should be up to 310 miles. We’ll find out what it’s like to drive in 2021.
In 1968, Ford launched a car that became a sales sensation. For 42 years, the Escort was truly part of the furniture, transporting families, business people, the emergency services and pretty much everyone else.
More than two decades since it went out of production, we take a nostalgic look back at the life and times of the Ford Escort in the UK.
Ford Anglia
Since 1959, the Ford Anglia had delivered cheap and reliable transport to the young families of Britain, not to mention a touch of flair, courtesy of the American styling. “One of the most reliable and rugged cars ever produced for the family motorist, and more than a million Anglia owners can testify to its lively performance and its sensible running costs,” claimed Ford in its marketing material.
The 1968 Ford Escort Mk1
The Ford Anglia was a tough act to follow. Styling-wise, Ford played it safe, ditching the reverse rake rear window, covered headlights and fin-like rear wings in favour of something more conservative, albeit with a classic ‘Coke bottle’ design. “The small car that isn’t,” said Ford, a reference to the clever interior packaging and compact dimensions. Four versions were available at launch: De Luxe, Super, Super 1300cc and GT.
Ford Escort Twin Cam
It wasn’t long before the Escort was displaying its performance credentials. Development of the Escort Twin Cam began in 1967, with prototypes sent to Bagshot in Surrey for rough road testing. It made its competitive debut at Croft in February 1968, with Roger Clark, Tony Chappell and Barry Lee piloting the Twin Cam to four race wins. This was one of the era’s greatest Q-cars, featuring a modified Lotus engine and a strengthened body shell, and it spawned countless fast Escorts of the future.
Call the police!
Away from the track, the boys in blue were big fans of the blue collar hero. Ford announced a deal to supply the police with 200 Escort panda cars, with PC Loveless commenting: “I was impressed with the size and space for the occasional passengers.” This photograph shows Constable MacLean of the Inverness Constabulary in a 1975 Escort Mk1.
Was it any good?
It was a huge success, but what did contemporary road testers think of the Ford Escort? “The new Escort is undoubtedly a big step forward from the Anglia for Ford,” said Autocar. “They have allocated their costs in a rational way to produce a car which offers good value and a much safer performance than its predecessor.” The reviewer also expressed his disappointment over the styling, but predicted that it would become “a strong force to reckon with”. How right he was.
The first Escort four-door
The first four-door Ford Escort arrived in 1969, joining the estate and van in offering more practicality to the small car buyer. The four-door was available in De Luxe, Super and GT trim levels, with Ford promoting the ‘more-doors’ Escort with the help of a story involving Grandma, a front door and a trip to Torquay. It’s probably best you don’t ask.
Ford Escort RS1600
Meanwhile, the Ford Escort was making a name for itself in motorsport. By 1970, it had won the British, German, Belgian and South African saloon car championships, and the European Rally Manufacturers’ championship two years running. At the heart of the success was the Cosworth BDA 16-valve engine, which made its way into the Escort RS1600, a direct replacement for the Twin Cam. Ford established a network of Rallye Sport dealers, each one containing two mechanics trained to service, tune and repair the RS1600.
Ford Escort Mexico
By the end of the year, there were 66 Ford Rallye Sport dealers in the UK, where customers could buy the Escort Mexico. This new model used the same body shell as the Twin Cam and RS1600, with powered sourced from a 1,599cc Cortina GT engine. Once again, the Mexico was developed by the Advanced Vehicle Operations (AVO) facility at South Ockendon, with the name chosen to commemorate the Escort’s success on the 1970 London to Mexico World Cup Rally.
Ford Escort Sport
The Escort Sport was unveiled just before the 1971 Earls Court Motor Show, with Ford keen to bring a low-cost sporting Escort to market. At the time, the RS1600 cost just shy of £1,500, the Mexico a little under £1,200, and the GT just over £1,000. The Escort Sport weighed in at just £940, offering the look of a Mexico or RS1600, but with a 1300 GT engine and a cheaper interior.
Ford Escort RS2000
In 1973, Ford upped the ante once again, when it launched the Escort RS2000. This new model was powered by a 2.0-litre overhead-cam Pinto engine and could sprint to 60mph in 9.0 seconds. Ford hinted that this was to be the last performance Escort before the Mk1 made way for the Mk2, and it was certainly a fitting way to say farewell.
Ford Escort Mk2
The second-generation Ford Escort arrived in 1975 and offered many improvements over the outgoing model. The classic ‘Coke bottle’ styling had gone, but the new Escort was more refined and more economical, despite being about the same size and weight as its predecessor. Once again, a wide range of engine, trim and body shell options were available, including the van (pictured).
Ford Escort RS1800
Ford wasted no time in launching a performance model, with the RS1800 built primarily to go racing. This short-lived homologation special was produced in small numbers, with some built using Escort Sport shells, while later cars used RS Mexico bodies. All road-going versions were painted white, with the exception of a couple of press and show cars. Its competition sibling was almost without peer, winning countless trophies and events.
Ford Escort RS Mexico
With Roger Clark and Timo Makinen winning just about every major rally on the calendar, interest in performance Escorts was at an all-time high. The road-going version of the RS1800 was joined by two new RS models, including this: the Mexico. This German-built performance saloon was powered by a 1.6-litre engine and used stiffened suspension to provide exceptional handling.
Ford Escort RS2000
Thanks to its polyurethane nose, the RS2000 is arguably the most iconic of all the performance Mk2 Escorts, but this car is about so much more than a fancy nose job. Powered by a 2.0-litre Pinto engine, the RS2000 could boast a 108mph top speed and a 0-62mph time of just 8.5 seconds.
Ford Escort Mk2
Like the Mk1, the Escort Mk2 offered something for everyone, from base-spec models and vans, to lavish Ghia trim levels (pictured), which replaced the old E. By 1979, Ford was already testing the new Mk3 – codenamed ‘Erika’ – but it still had time to launch the 1.6L, effectively a four-door 1600 Sport in basic L trim.
Ford Escort Mk3
To the purists, the Mk3 represented the beginning of the end for the Ford Escort. Gone was the rear-wheel drive, saloon car formula, replaced by a new front-wheel drive, hatchback design. To Ford’s credit, it was the right car at the right time, with the Escort able to hold its own against the might of the Volkswagen Golf and other front-wheel drive rivals.
Ford Escort XR3 and XR3i
Once again, Ford was quick off the mark when it came to launching a sporting variant, this time in the form of the XR3 and the later fuel-injected XR3i. While they couldn’t hold a candle to the Golf GTI and 205 GTi in terms of dynamics, the XR became the badge of choice for a legion of fast Ford fans. As a result, the Escort XR3/XR3i are as synonymous with the 1980s as shoulder pads and Duran Duran.
Ford Escort RS1600i
The RS1600i was the first front-wheel drive Escort to be developed for motorsport and was produced in limited numbers to comply with homologation regulations. The German-built RS was powered by a tuned version of the 1.6-litre engine found in the XR3i and featured heavily revised suspension, revised gear ratios, front and rear spoilers, new alloy wheels, low profile tyres and Recaro seats. It was, if you like, the real deal.
Ford Escort Cabriolet
If the RS1600i was about ‘go’, the Escort Cabriolet of 1984 was more about ‘show’. It was first unveiled as a concept at the 1981 Frankfurt Motor Show, with German coachbuilders Karmann tasked with building the four-seat cabriolet. Three versions were available at launch: two based on the GL and an XR3i.
Ford Escort RS Turbo S1
In 1985, you’d have been forgiven for missing the launch of the Escort RS Turbo, which came in the midst of a new product frenzy, including the Granada and RS200 Group B rally car. But this was a landmark vehicle for Ford, being its first European turbocharged production car, built for Group A homologation purposes. It meant that the Escort could finally go head-to-head with the hot hatch heavyweights, and not even a £10,000 could deter buyers.
Ford Escort RS Turbo S2
The Escort RS Turbo S2 was a less specialised affair, albeit with a very similar price tag. Free of homologation restrictions, Ford built the second coming of the RS Turbo in huge numbers and a wider variety of colours – the S1 was an all-white affair. In many ways, this was the better car – more rounded and more usable – but rarity and a motorsport pedigree keeps the S1 at the top of enthusiasts’ wish lists.
Ford Escort Mk4
By now, the Escort Mk3 had morphed into the Mk4, which on the face of it appeared to be little more than a re-skin of the old model. There were changes under the skin, including a new 1.4-litre petrol engine, which replaced the old 1.3-litre unit ahead of forthcoming exhaust emissions legislation. In 1986, Ford also unveiled its new mechanical ABS system for front-wheel drive cars, which was available as an option on the Escort.
Ford Escort Mk5
The Escort Mk5 – or Mk4, if you class the Mk3 facelift as the Mk3.5 – arrived in 1990 and was, with a couple of notable exceptions, the beginning of the end for the Escort. By now it was starting to resemble an end-of-the-pier entertainer, much-loved by the populus, but with its best years behind it. Being polite, it was lacklustre, but it remained a big seller in the UK.
Ford Escort RS2000
Within two years, Ford had facelifted the Mk5 and began working on a series of tweaks designed to improve the much-maligned Escort. The RS2000 – seen here in facelifted four-wheel drive guise – was initially powered by a modified Sierra engine and was, by the standards of other Mk5 Escorts, an absolute revelation. The press were knocked out by it – fittingly so, given the brilliant TV ad that accompanied its launch…
Ford Escort XR3i
Then there was the Escort XR3i, seen here once again in facelift guise. With bland styling and an inadequate chassis, it lacked the sparkle of its forebears, and the Escort was in danger of dying out with little more than a whimper…
Ford Escort RS Cosworth
But then, something truly remarkable happened: Ford unleashed a legend. Oh, sure, it actually used a shortened version of the Sierra RS Cosworth platform, but let’s not allow small details to get in the way. Under the bonnet you’ll find a 230hp 2.0-litre turbocharged engine driving all four wheels, with two trim levels available: Club and Lux. A modern classic and a rare highlight for the latter-day Escorts.
Ford Escort Mk6 and Mk7
The Ford Escort soldiered on until the turn of the millennium, by which time it had been replaced by the Focus. But it’s testament to the Escort’s enduring popularity – not to mention its appeal to fleet buyers – that it remained in production at Halewood for two years after the Focus launch. By the time of its demise, Ford had improved the Escort to such an extent that the Flight and Finesse models make for cracking second-hand buys.
Ford Focus
But it was too little too late. The Focus was such a monumental leap forward, it made the Escort look so last century. From the New Edge styling to the way it drove, the Mk1 Focus was a game-changing car for the family hatchback segment. The Escort just looked and felt old.
Ford Escort
And yet, with 4.1 million units sold, the Ford Escort is worthy of national treasure status in the UK. From trips to the seaside, to lunch stops at the Little Chef, through to success on the world rally stage, there was an Escort for everyone. If you’re looking for an accessible classic car, there still is.
Enzo Ferrari declared it “the most beautiful car ever made”. It was a car driven by film stars, famous musicians and royalty. The first hatchback to hit 150mph. A sports car that looks as alluring at 60 as it did when the covers came off in Geneva in 1961.
It was also a bit of a fraud.
Here, as it celebrates its 60th anniversary, we tell the story of the Jaguar E-Type.
Jaguar XK120
Jaguar had form in creating groundbreaking production cars. The XK120 of 1948 was the fastest homegrown car you could buy, spearheading the British sports car’s assault on the American car market. Sure, it was beautiful, but it’s biggest achievement was the delivery of extraordinary ride comfort in a car designed for performance. A remarkable feat when you consider that it was destined to be little more than a test bed for Jaguar’s new XK 3.4-litre six-cylinder engine.
Jaguar XK150 and D-type
The XK120 became the XK140, which in turn became the XK150 of 1957. By the time production of the XK150 ceased in 1960, the engine had grown to 3.8 litres, giving the car a top speed of 130mph. Meanwhile, the Jaguar D-Type had seen great success on the track, famously winning the Le Mans 24 Hours race in 1955, 1956 and 1957. One could argue that the XK150 and D-Type were the parents of the E-Type. It would be quite a birth.
Work begins
In December 1956, a project team led by William Heynes started work on what would become the first Jaguar E-Type prototype. Malcolm Sayer was tasked with designing a body that followed the style of the D-Type, but with more emphasis paid to the air flow over the bonnet, wheel arches and cockpit. The first prototype was completed in 1957, with the codename of E1A. That’s ‘Experimental Type 1 Aluminium’.
Jaguar E1A and E2A
The E1A was a scaled-down version of the eventual production car, with power sourced from a smaller 2.4-litre XK engine. This was the only engine that would fit under the bonnet. The prototype led a hard life at the MIRA proving ground and on public roads, most notably at the hands of test driver Norman Dewis (pictured). E1A evolved into the E2A, which was developed alongside the next Jaguar MkX saloon. Significantly, both cars featured independent rear suspension, which was developed in less than a month.
Welsh rarebit
Jaguar loaned the E1A to editor of The Motor, Christopher Jennings. In a letter written in 1958, Jennings outlined details of a 48.5-mile test route near his farm in Wales. He said that a “good Ford Zephyr driven flat out” could cover the route in 57 minutes, while an Aston Martin with a Le Mans engine could complete the journey in 50 minutes. In the E1A, Jennings finished the route in just 43 minutes at an average speed of 67.7mph. “At no time did we exceed 120mph,” he said.
The first hints of 150mph
In the same letter, Jennings said: “It is a very beautiful machine and although ours was minus hood and headlamps these are most gracefully incorporated on the production prototype which I also inspected.” He went to speculate as to the car’s top speed. “I visualise a road test speed not very far short of 150mph, which is going to make us think.”
Development continues
E2A looked more like the production version and was designed to compete at the 1960 Le Mans race. A 3.8-litre Weber carburetted engine was fitted before the car was sent to America, where it was raced by the Cunningham team. A victory in its first race at Long Island was to be its only win. Development continued until the production version was ready for its Geneva debut.
1961 Geneva Motor Show
The stage was set for the Jaguar E-Type’s international debut at the 1961 Geneva Motor Show. On display was a Gunmetal Grey Fixed Head Coupe (FHC) with the registration number ‘9600 HP’. It had been driven “flat out” from Coventry to Switzerland the night before – PR manager Bob Berry arriving with moments to spare. Jaguar claims ‘9600 HP’ is the most photographed car in the world.
1961 Geneva Motor Show
One car wasn’t enough. At the eleventh hour, Sir William Lyons contacted test driver Norman Dewis and told him to “drop everything” in order to get a British Racing Green OTS (Open Two Seater) to Geneva in record time. Dewis left immediately, driving through the night, arriving just in time to give ‘77 RW’ a wash at the local Jaguar dealer before unveiling the car to the expectant press.
A flood of orders
The Jaguar E-Type stole the show. Chairman Sir William Lyons said: “We have already received a flood of orders. I cannot give accurate figures at the moment because many dealers ordered the car unseen, while their orders have been coming in since the car was introduced to the public yesterday.” Film director Jacques Charrier, Brigitte Bardot’s husband at the time, flew in from Italy to secure the first personal sale.
Bargain hunt
You’d be forgiven for thinking the Jaguar E-Type would have an extravagant price tag to go with its glamorous looks. On the contrary, an E-Type OTS cost £1,480, while the FHC cost £1,550. After taxes, this brought the figures up to £2,097 and £2,196 respectively. This made it cheaper than the outgoing XK150. A lot, considering the average cost of a house was £2,530, but this was less than a Ferrari, Aston Martin or Maserati. A top-spec family saloon cost in the region of £1,500, including tax.
Otherworldly
Sixty years on, it’s hard to comprehend what it would have been like to see a Jaguar E-Type on the road. It arrived before the Swinging Sixties, when the people of Britain drove around in cars with names like Victor, Hillman and Humber. It made a similar impression in the US, where it was known as the XKE. Road & Track said: ‘If a new car ever created greater excitement around our office than the new Jaguar XKE, we can’t remember it.’
World’s first 150mph hatchback
Much is made of the car’s 150mph top speed. Rightly so, especially when you consider that the average family car could barely manage 70mph in the early 1960s. However, the 150mph top speed was achieved in ‘77 RW’, a press car running on Dunlop R5 racing tyres. When the car was restored, it was found that the car had been tuned to produce an extra 20-25hp. Production versions couldn’t manage more than 140mph, but this didn’t stop the motoring press and Jaguar’s PR department from declaring it “The New 150mph Jaguar.”
Speed doesn’t matter
The Jaguar E-Type would have been a success, even without the claimed top speed. It looked sensational, which encouraged the likes of Grace Kelly (Princess Grace), Steve McQueen, Frank Sinatra, Britt Ekland, George Harrison, Tony Curtis, Donald Campbell, George Best, Roy Orbison, Charlton Heston and Count Basie to part with their cash. Upon seeing the E-Type for the first time, Sinatra said: “I want that car and I want it now.”
The perfect sports car?
Its beauty was more than skin deep. The E-Type featured independent rear suspension and all-round disc brakes, at a time when drum brakes were the norm. Sure, the 3.8-litre engine was derived from a unit first used in 1948, while the chassis was a development of that used in the D-Type, but it was almost the perfect sports car. But not quite. The E-Type was too cramped inside, there was no synchromesh on first gear, the brakes were poor and the seats were uncomfortable on long trips.
New engine and greater comfortable
The first significant development of the E-Type came in 1964, when Jaguar introduced a 4.2-litre and an all-synchromesh four-speed gearbox. There was also a new matt black dashboard and more comfortable seats. Crucially, the E-Type could now hit 150mph without clandestine tuning, with owners free to enjoy this speed before the 70mph limit was enforced on Britain’s motorways in November 1965.
Jaguar E-Type 2+2
Jaguar received many complaints from owners demanding more interior space. Their prayers were answered in 1966 with the arrival of the E-Type 2+2. Nine inches longer than the standard E-Type, the 2+2 also featured a taller windscreen and longer doors, making it ideal for couples with children. An automatic gearbox was now an option. It helped the E-Type to achieve its best year to date, with 6,880 cars leaving the factory.
An American influence
America was a big market for the E-Type (XKE). It also influenced the removal of the E-Type’s famous perspex headlight covers, which was one of 21 changes required to satisfy US safety regulations. This created what has become known as the Series 1A½, which also benefited from better brakes. Sales slumped to 4,989 in 1967, partly because of a US recession. This photo shows former Jaguar boss Sir William Lyons.
Jaguar XJ6
While the E-Type was making womens’ dresses fall off, Jaguar was preparing for the launch of its next significant car. Work started on the XJ saloon in 1963/64, before the car was unveiled at the 1968 British Motor Show. Its launch coincided with Jaguar and the British Motor Corporation (BMC) being merged into British Leyland. Only two years earlier, Jaguar had merged with BMC.
Series 2 E-Type
October 1968 saw the official launch of the Series 2 E-Type at the Earls Court Motor Show. Changes included a bonnet redesigned for a 68 percent larger mouth, two electric fans, sturdier bumpers, larger indicators and rear lights, plus the option of air conditioning and power steering. The styling of the 2+2 was improved thanks to a redesigned windscreen. The cost of meeting US Federal Safety Regulations amounted to around £250,000 – around £4.4 million in today’s money.
Series 2 E-Type
The Series 2 E-Type saw few changes in its lifetime. While its beauty remained, the E-Type was losing some of its lustre, as highlighted by a 1969 US satisfaction survey. Owners complained of poor reliability including, rather shockingly, body parts falling off. Overheating was a constant menace, especially in warmer countries. Industrial unrest and strikes in the car’s home market didn’t help its cause. By May 1970, production had slowed to 250 cars a week.
Series 3 E-Type
Like so many British cars of the era, the E-Type’s problems in later life could be attributed to British Leyland’s ownership of Jaguar. That said, BL oversaw the most significant facelift of them all and the insertion of a 5.3-litre V12 engine. The Series 3 was unveiled at the 1971 New York Auto Show. It was the last hurrah for the fading star. Eighty-three percent of E-Type production had been exported, with the US taking 49,032 cars. A mere 12,320 remained in the UK.
From B-roads to Boulevards
The E-Type had evolved from a B-road sports car into a boulevard cruiser. The Series 3 was longer, wider and 22 percent heavier than the Series 1. There was more chrome, a larger mouth, flared wheelarches and, for the first time, a grille on the car’s famous nose. Motor Sport christened it a “decorative birdcage”. The 2+2 long wheelbase was now standard across the range, which meant only the 2+2 and roadster survived.
Separated at birth?
Stick a Series 3 alongside a 1961 original and the 1970s E-Type will always be facing a losing battle. It’s a car hamstrung by safety regulations, tarnished by industrial unrest and overshadowed by its beautiful sibling. In isolation, it remains a fabulous grand tourer, with the V12 engine delivering incredibly smooth performance. A case of the right engine in the wrong body, perhaps?
HDU 555N
The ailing cat was put out of its misery in 1974. The looming energy crisis and the threat of even stricter US safety regulations meant that time was up. ‘HDU 555N’ was the last of 72,233 E-Types to be produced from 1961 until 1974. Jaguar marked the occasion with 50 right-hand-drive Commemorative models, with all but one finished in black. The one exception was a British Racing Green model ordered by Jaguar collector Robert Danny.
The legacy lives on
While this history focuses on the road-going cars, the Jaguar E-Type enjoyed moderate success on the track, albeit without reaching the heights of the D-Type and C-Type. To some, the Lightweight is the definitive competition E-Type. Originally built in 1963, these models featured aluminium bodies to improve performance, but only 12 of the original 18 were ever made. In 2014, Jaguar said that it would be building six £1 million Lightweight models to the original specification.
Jaguar E-Type Zero
In 2018, Jaguar announced that it was putting the all-electric E-Type Zero into production. Using electrical parts from the I-Pace SUV, Jaguar said ‘it drives, handles, rides and brakes like an original E-Type’. Deliveries of the £350,000 car were scheduled to begin in the summer of 2000, but the plans were put on hold due to the ‘current global commercial climate’. The car was famously used by the Duke of Sussex to drive the Duchess to their wedding reception.
Jaguar XJ-S
For Jaguar, the E-Type must have been a blessing and a curse. How do you follow a car that captured the public’s imagination quite like the E-Type? It’s a national treasure. A car that transcends the automotive industry and gatecrashes popular culture. The Jaguar XJ-S faced the impossible task: the ‘difficult second album’ syndrome. In many ways, the story of the XJ-S (later the XJS) is the reverse of the E-Type. Jaguar refined and improved the XJ-S, while the E-Type grew old and flabby.
The Eagle has landed
One could argue that Eagle E-Types, a small company in Sussex, perfected the E-Type. When reviewing the Eagle Speedster for Top Gear, Jeremy Clarkson said: “If someone had come to me asking for planning permission to alter an E-Type Jaguar I’d have said no, don’t be stupid, you’ll mess it up. But… they haven’t… I think this, by a long way, is the most beautiful car I’ve ever seen.”
Sixty years young
The Mini (1959) and Jaguar E-Type (1961). Two outstanding achievements that should have provided a springboard for the British motoring industry. The inquest into how it all went so horribly wrong will be saved for another day. For now, let us salute a British icon. Happy 60th, E-Type.
