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The W140 Mercedes-Benz S-Class is officially a classic

W140 S-Class is a classic

The latest Maybach edition of the 2021 Mercedes-Benz S-Class has been causing a stir on social media. However, if the brand-new model is just too ostentatious, we have a solution from the 1990s.

Those who prefer Mercedes-Benz cliches such as “vault-like construction” and “over-engineered design” can always turn to the W140 S-Class saloon. 

What makes it more special is that this big Benz is now eligible for classic status in Germany.

Function over form

W140 S-Class is a classic

Development of the third-generation W140 S-Class began in 1981, and continued throughout the Eighties. Stories suggest that Mercedes-Benz spent more than $1 billion to create it, and that the project overran by 18 months.

For some, the W140 represents the last time the S-Class was an engineering-led model, rather than having budgets and marketing appeal dictate the design. 

It did still manage to prove controversial when new. Compared to the previous model it was substantially larger, featuring slab-sided styling and a bold front grille. Even the W140’s stylist, the famed Bruno Sacco, was said to have been unconvinced by the finished article. 

But the grander construction was intended to help the S-Class find new buyers. North America and Asia were particular targets when it finally went on sale in 1991.

German techno revolution

W140 S-Class is a classic

The W140 was packed with technical innovations when launched, such as the use of double-glazed insulating side windows to reduce noise. 

Later models would gain features like Electronic Stability Program, xenon headlights, and automatic rain-sensing windscreen wipers. Linguatronic voice commands, and GPS navigation, would also make a Mercedes-Benz debut in the W140 series.

Engine choices ranged from the 2.8-litre inline-six S280, through to the flagship S600 with its 6.0-liter V12. European buyers would also get the first chance at owning a diesel S-Class with the W140. Previously diesel-powered models had been solely reserved for North America.

Hey there, Old Timer!

W140 S-Class is a classic

Such innovations proved successful, with Mercedes-Benz selling more than 406,000 examples between 1991 and 1998. Improved anti-corrosion measures should mean there are plenty of examples of the W140 still left. 

Under Federal Ministry of Transport rules, a car becomes eligible for classic status in Germany 30 years after first registration. This allows it to have a special number plate fitted, resulting in reduced road tax and the ability to enter low emission zones. 

To become an ‘Old Timer’, each car has to be individually assessed as being in a good state of repair, and to be recognised as being a historic or cultural asset.

Preserving automotive heritage

W140 S-Class is a classic

This means the car should resemble how it left the factory, and only modifications that could have been made in the first ten years after registration are allowed. 

Adding upgraded brakes from a performance model built at the same time would be fine. On the other hand, dropping in an engine from a new 2020 car would be verboten. 

The increased everyday usability of cars hitting the 30-year mark means Germany is seeing a boom in Old Timer registrations. Figures at the start of 2020 showed more than 595,000 vehicles wearing classic number plates across the country.

Next year should see the W140 add more to that number.

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Brexit Classic Car Industry

The avoidance of a no-deal Brexit scenario has been hailed by the SMMT as “damage limitation” for the automotive sector in the UK.

The new UK-EU Trade and Cooperation Agreement (TCA) will at least offer some certainty for the new car market. However, things are less clear for classic cars.

More than 11 percent of all automotive jobs in the UK come from the classic sector, adding more than £18 billion to the economy. Negative effects could therefore be substantial.

HERO-ERA, responsible for organising leading classic car events like the Peking to Paris Motor Challenge, has highlighted the challenges posed by the new UK-EU TCA.

Uncertainty for reborn classic models

Brexit Classic Car Industry

These issues were raised as part of a wider report into the economic scale of the automotive heritage sector. 

The first concerns the status of classic vehicles being brought into the UK for repair or restoration. Whilst HERO-ERA notes that the UK-EU TCA text makes frequent reference to remanufactured goods, some areas are still unclear. 

For example, remanufactured goods are said to need to meet the “technical requirements that apply to equivalent goods in new condition”. 

HERO-ERA suggests that there is still uncertainty in this wording. It raises the question of whether a restored car would be expected to meet the safety or emissions standards of a brand-new vehicle.

Travel documents at the ready

Brexit Classic Car Industry

As an organisation in charge of classic car events, HERO-ERA is naturally concerned as to what the Brexit deal means for them. 

UK citizens will be able to travel in EU countries for up to 90 days in a 180 day period. However, the new agreement is less clear on what it means for UK citizens working to arrange events, or possible exemptions from visa requirements. 

Filming classic car events may require special permission or payments. Pan-European car insurance cover is unlikely to be standard for all policies, too. 

Tomas de Vargas Machuca, chairman of HERO-ERA, commented that the scale of the classic car industry means it will be “important that when the details are tied up, this sector is not impeded by the Brexit arrangements.

“It will be crucial for the relevant departments to contact the leaders of the relevant bodies to ensure that this happens.”

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Revealed: the best bargain cars of the 1990s

BMW E36

The BMW 3 Series (E36) has been named the best affordable car of the 1990s by Bargain Cars magazine.

Launched in 1990, the third-generation 3 Series shared virtually nothing with its predecessor, the E30. Noticeably bigger than before, the E36 also featured a pair of double headlights, now sat behind glass covers.

There was an E36 for everyone, from a lowly 316i producing 98hp to a 316hp six-cylinder M3. Five body styles were offered: four-door saloon, three-door coupe, convertible, estate (Touring) and hatchback (Compact).

MGF

It was voted into first place by followers of Bargain Cars on Facebook and Instagram. The popular BMW narrowly beat a pair of sports cars to top the poll, finishing ahead of the Mazda MX-5 and MGF. The car pictured was formerly owned by Retro Motor MD Richard Aucock.

Other 90s classics to make the top 10 included the Jaguar XJ, Ford Mondeo and BMW 5 Series (E39).

Bargain Cars editor Peter Simpson said: “It’s cars of the 1990s that offer the most in terms of future classic appeal and investment potential, yet they’re still capable of being maintained at home and being used daily.

“There’s a huge groundswell of enthusiasm for cars of this era and the diversity of the top models voted for by our readers and followers shows that the passion is very real for all types of 90s classic.”

Top 10 bargain cars of the 1990s

Ford Mondeo
  1. BMW 3 Series (E36)
  2. Mazda MX-5
  3. MGF
  4. Jaguar XJ
  5. Ford Mondeo
  6. BMW E39
  7. Alfa Romeo 156
  8. Citroen Saxo
  9. Peugeot 306
  10. Fiat Bravo/Brava

Predictably, we took this opportunity to spend some time on the Auto Trader website in search of 90s gems. There are 63 BMW E36s for sale, with prices ranging from £700 for a tired Compact registered in 2000, to £9,995 for a ‘showroom condition’ 323i Convertible.

In fact, E36 Convertible prices have gone up since we last looked. While it’s possible to buy one for less than £5,000, the good ones are approaching £10,000.

Mazda MX-5

MX-5 prices range from £1,000 to £3,500, while MGFs sell for between £1,000 and £5,000.

With 40 cars for sale, you can afford to be picky when looking at Jaguar XJs, but you’ll need to find between £2,000 and £10,000 for the privilege.

Fiat Brava and Bravo

There are two examples of the Fiat Bravo for sale on Auto Trader, both of which cost less than £500. One is a non-runner, while the other, a T-reg, looks decent value with 58,500 miles on the clock.

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Nissan will restore your classic Skyline GT-R for £325k

NISMO Heritage GTR Restoration

Owners of the Nissan Skyline GT-R can have decades of modifying officially undone, thanks to Nismo. 

The performance and motorsport division of Nissan has just announced its ‘Nismo Restored Car’ programme. An R32 Skyline GT-R is the first car to be completed.

Customers will be able to send their GT-Rs for a detailed 12-step overhaul, returning them to as-new factory specification.

Back to square one

NISMO Heritage GTR Restoration

Nismo’s heritage department previously announced it will offer new parts for the R32 GT-R, which was sold between 1989 and 1995. The restoration builds on this, giving owners of the classic coupe a range of choices. 

Individual options, such as repairing bodywork or specific replacement parts, can be selected. However, those with a bigger budget can ask Nismo to strip the car right back to bare metal. 

Cars that undergo this process will receive a special numbered plaque, along with a new 20,000-km (12,427-mile) warranty.

Restored inside and out

NISMO Heritage GTR Restoration

The Restored Car programme begins with the GT-R being taken apart, with all components assessed in case they need replacing. Nismo then measures the car in 3D to check the chassis dimensions, and replaces any sections that have fatigued with age. 

All paint is stripped, with a multi-stage process used to respray the bare chassis and body. Nismo notes this is much more detailed than a normal production line, making it more like a show car. 

The famed RB26DETT turbocharged inline-six engine is fully rebuilt, with the option to have approved performance parts fitted. Transmission parts are checked and replaced where needed, while the ECU and other electrical items can be swapped for reprinted parts. 

Due to changes in fire safety rules, Nismo cannot replace the interior fabric like-for-like. Instead, the upholstery found in the latest R35 GT-R can be used.

Sky(line) high prices

NISMO Heritage GTR Restoration

Finished cars are evaluated on a dynamometer, ensuring the rebuilt engine delivers the correct power, before moving on to a track test. Nismo will use the same standards as when the GT-R was first built, meaning it really should be like new. 

At present, the six-month restoration process is currently only available in Japan. Skyline owners from other countries can appoint an agent to liaise with Nismo on their behalf, but will have to get their car to Japan.

Costs are subject to the options picked, but Nismo suggests a basic price of 45 million yen (£325,000) for the full restoration process. 

While hugely expensive, it guarantees a classic Nissan Skyline GT-R that looks and drives like new.

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Classic Vauxhalls to dock at Ellesmere Port factory

Lotus Carlton

Vauxhall’s 60-strong heritage collection is on the move. This comes as the company plans to create a new public-facing heritage centre in the future.

Perhaps fittingly, the cars will find a temporary home at Vauxhall’s Ellesmere Port factory in Cheshire. A converted 8,000 square-metre building has been set aside at the ‘home of the Astra’.

Vauxhall’s collection represents every decade of the company’s 117-year history. We’ve been fortunate enough to experience many of the cars, including the Vauxhall Lotus Carlton, VXR 220, Mk1 and Mk2 Astra GTE, Viva GT, Firenza ‘Droopsnoot’, Mk1, Mk2 and Mk3 Cavalier, and Chevette.

We’ve even taken a trip down memory lane to celebrate 25 years of the Vauxhall Corsa.

Once the relocation has taken place, the Vauxhall collection will be maintained on site by Manor Park Classics. However, around 20 cars will still have visibility outside of Ellesmere Port.

Currently, 13 Vauxhalls are on display at Stockwood Discovery Centre in Luton as part of a ‘Vauxhall – Made in Luton’ exhibition. The display includes a Prince Henry, XVR concept car and a 1970 Viva GT.

Manor Park Classics will provide exposure for six cars at its Runcorn headquarters. The display will include a 1904 6hp Light Car, a 1926 OE-Type 30-98, an original Lotus Carlton press car and a 1989 Astra GTE.

‘Take your breath away’

Vauxhall Firenza Droopsnoot

Andrew Duerden, Vauxhall’s archivist, said: “Our upcoming move has given me the opportunity to re-organise the archive and prioritise the elements which add depth, colour and interest to our extensive history.

“Digitisation of our image library is ongoing, and provides a valuable asset to media in search of historical context to Vauxhall stories. We also have many unseen design studies from the Sixties and Seventies that, quite frankly, take your breath away.

“I will also be taking on responsibility for Vauxhall’s popular dating certificate service, providing build verification for owners of classic Vauxhalls.”

‘Fully committed’ to heritage

Vauxhall Cavalier Mk1

Simon Hucknall, Head of PR, provided some reassurance for the future of the collection. “Vauxhall is fully committed to preserving its heritage collection and archive. While the move from Griffin House to Ellesmere will mean a temporary halt to the collection’s working status, our partners at The Culture Trust Luton and Manor Park Classics have generously supported future exposure of a third of our vehicles.

“We are currently developing plans for a new, purpose-built base for the Collection, which will allow it to be public-facing, while also bringing back its working status. This is by no means the work of a minute, but we hope to be able to share more details about a new Vauxhall Heritage Centre early next year.”

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Remember when Volkswagen built a London taxi?

Looks familiar doesn’t it? That’s because this car is based on what was, at the time, the forthcoming Volkswagen Up.

While the Up went on to become one of the world’s best small cars, the Volkswagen Taxi Concept didn’t make it off the rank, let alone south of the river.

Here’s a brief history of the black cab you can’t hail.

A conceptual twist

Volkswagen called the Taxi Concept ‘a conceptual twist on a British institution’. It was unveiled in December 2010, less than a year ahead of the official launch of the Volkswagen Up at the 2011 Frankfurt Motor Show. It followed similar taxi concepts for Hong Kong, Berlin and Milan.

One of many concepts

Like the Uber that seems to take an age to arrive, the Volkswagen Up was a long time coming. It debuted as the Up concept in 2007, with power sourced from either a two- or three-cylinder rear-mounted petrol engine. Unfortunately, hopes of a rear-wheel drive production version failed to materialise, but the Up did go on to become the benchmark city car for an entire decade.

Volkswagen Space Up concept

Other cars followed. The Space Up concept was a stretched version of the original concept, with the same rear-engined configuration. This one took us closer to the Taxi Concept, but it was still 150mm shorter than the Fox, which was Volkswagen’s small car at the time. Note the ‘suicide’ doors, which were designed for easy access to the cabin.

Ahead of its time?

Today, the UK is gearing up for the 2030 ban on the sale of new petrol and diesel cars. This means the Volkswagen Taxi Concept was ahead of the curve, as it looked to deal with tighter restrictions on space and emissions.

Zero emissions in 2010

Electric cars weren’t really a thing in 2010. The Nissan Leaf was barely out of nappies, while the Mitsubishi i-MiEV was woefully short of range. Just 167 electric cars were sold that year. To prove how much has changed in a decade, when the Taxi Concept was unveiled in London, it was still possible to buy a new Saab, Bristol, Cadillac, Daihatsu or Dodge in the UK. And Kia was still making dull cars.

186 miles of range

All of which means the idea of a small London taxi powered by a 45kWh lithium-ion battery was as unlikely as it was innovative. In reality, Volkswagen’s claim of 186 miles between charges was probably optimistic, but it showed ambition. The Taxi Concept had a claimed top speed of 74mph, but good luck getting anywhere close to that in London.

Cool Britannia

The country was riding on a wave of optimism ahead of the London 2012 Summer Olympics. Volkswagen tapped into this by giving the Taxi Concept a silver Union Flag on the roof. The City of London’s coat of arms was printed on the side and on the dashboard.

Space invader

Although it was shorter than the Volkswagen Fox, and roughly the same size as the Fiat 500, the Taxi Concept offered a remarkable level of interior space. A long wheelbase and short overhangs meant two people could sit in comfort, with plenty of space for their luggage.

Simple and clutter-free

The dashboard wouldn’t look out of place in 2020. The major functions of the vehicle, including climate control, entertainment and fare information, are included on a single touchscreen mounted next to the driver. Innovative at the time, but standard, ahem… fare in 2020.

City lights

Daytime running lights were mounted within the headlights. Meanwhile, a ‘Taxi’ light on the roof featured two settings: green for when the car is free and red for when it’s not. Volkswagen ditched the ‘suicide’ doors of the Space Up concept, giving the Taxi Concept a pair of sliding doors. Gwyneth Paltrow would have loved them.

London sightseeing

Note the glazed areas in the roof. Tomasz Bachorski, Volkswagen’s head of interior design, told Hilton Holloway he couldn’t believe London’s black cabs didn’t have clear roof panels, to allow tourists to see the city’s landmarks. He had a point.

Barn doors

This style of rear doors will be familiar to Mini Clubman owners. At 1,500kg, the Volkswagen Taxi Concept was far from lightweight, but the need for zero emission black cabs was a hot topic for the Mayor of London in 2010, Boris Johnson.

A feasible product

Klaus Bischoff, Volkswagen’s design chief, was present for the car’s unveiling. He had high hopes of the Taxi Concept making production. “This car is made under a lot of technical restrictions and it is a feasible product. If someone wanted, we could make it,” he said.

The most convincing taxi

“For me London has the most convincing taxi in the world,” said Bischoff. “The New York taxi is nice, but not as comfortable as the London cab. It gives the urban setting a unique character, and we wanted to pay tribute to this.” Klaus Bischoff is now Volkswagen Group head of design. The Volkswagen Taxi Concept was last seen south of the river in search of fares. Probably.

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In recent years, the i8 has been BMW’s sporting flagship. But it never eclipsed the 8 Series because the two cars are so different: the former a futuristic supercar, the latter an old-school super-GT. The 8 Series turns 30 this year – here’s its story so far.

The E31

First shown at the 1989 Frankfurt Auto Show, the 850i – or E31 in BMW-speak – followed the 750i saloon as the second post-war German car to be powered by a 12-cylinder engine.

According to the company, BMW ‘launched its challenge to the world’s finest sports coupes with a design oozing avant-garde elegance, arresting performance attributes, an exceptional wealth of innovations and a sprinkling of exclusive luxury’. Sounds promising…

A strong start

Indeed, BMW’s flagship coupe made a brilliant first impression. Within eight days of the Frankfurt show, it had received 5,000 orders. By the summer of 1990, it was reported that the entire production of 10,000 to 12,000 cars a year had been sold out until 1993. Some people were prepared to spend twice the showroom price to avoid the six-month waiting list.

The first 8 Series

This was the first time BMW had used the number eight in its model line-up, with the 8 Series breaking new ground for the brand. Power came from a 5.0-litre 12-cylinder engine, which was mated to a six-speed manual gearbox developed specifically for the 850i. A four-speed automatic was optional.

V for victory

It’s not hard to see why would-be owners were seduced by the V12 coupe. The promise of BMW’s legendary driving dynamics combined with an engine developing 300hp and 332lb ft of torque sounded like a match made in heaven. A 0-60mph time of around 6.5 seconds and a top speed electronically limited to 155mph were the kinds of figures likely to set alarm bells ringing in Stuttgart.

Technical tour de force

It might seem a contradiction in terms for a car powered by a 5.0-litre V12, but efficiency was a key target during the 850’s development. Central to this was aerodynamics, with BMW setting out the aim of a drag coefficient (Cd) of less than 0.3. Aerodynamic door mirrors, recessed windscreen wipers and super-tight seals on the side windows were just three of the elements resulting in a Cd of just 0.29.

Pop-up headlights

Other highlights included pop-up headlights, the absence of a B-pillar, speed-sensitive power steering, an electrically adjustable steering column with memory function, remote central locking, auto dimming rear-view mirror, two computers, a mobile phone located in the centre console and safety belts integrated into the seats. This, along with dynamic stability control, represented two firsts for BMW.

A very 90s interior

Given the evidence presented, it’s hard to see how the 8 Series could fail. The cabin was another positive, with the 850i featuring a well-built and driver-focused interior. Writing in Car magazine, Russell Bulgin said: “As a place to pass the miles in, as a tax-free adjunct to an office, a Club Europe ticket and a platinum American Express card, the 850i interior is an elegant, soothing and high-tech minimalist home from home.” The interior shown is a later 840Ci.

A glorious failure?

What, if anything, went wrong for the 8 Series? History will be kind to the 8er, but there’s no getting away from the fact that it represents a glorious failure for Bavaria. Why else would BMW turn its back on the segment for the best part of two decades before taking enough brave pills to try again? For all that talk of waiting lists and production allocated for three years, BMW managed to shift a mere 30,621 examples of the 8 Series before pulling the plug in 1999.

It was too expensive

In 1990, a BMW 850i would set you back upwards of £53,000, which is almost £105,000 in today’s money. For some context, a Mercedes-Benz SEC would be around £60,000 of your finest English pounds. The 850i was cheaper, yes, but it was far from perfect. To compound matters, launching a V12 on the eve of a financial depression wasn’t the best timing.

It was too big and heavy

The 850i was handicapped by its weight, tipping the scales at around 1,800kg. This served to remove any sparkle from the driving experience, while adding roll and floatiness through the corners. With the benefit of hindsight, and when viewed as a grand tourer, these factors are more forgivable, but at the time the 750iL was no less of a driving machine. It was also appreciably cheaper and offered rear-seat accommodation suitable for more than just the offspring of a contortionist.

It lacked the wow-factor

Today, the BMW 8 Series can turn heads as well as any modern classic of the 1990s, but that wasn’t necessarily the case when the car was new. See an 850i in your rear-view mirror and you’d be forgiven for thinking you were being hustled by a banker in a Toyota Supra 3.0i Turbo. There’s nothing wrong with a Supra, but it cost nearly £40,000 less than the BMW. The well-heeled motorist simply must stand out from the crowd.

It wasn’t focused enough

For all its technical wizardry – Active Rear Axle Kinematics (AHK), adjustable suspension and Servotronic steering – the 850i could never really make up its mind what it wanted to be. Drivers could select between ‘Sport’ and ‘Komfort’ modes, but while the 850i was certainly smooth and comfortable, the more practical and cheaper 750i did everything just as well. ‘Good, but not that good’, read the rather damning headline on the front of Car, June 1990.

Introducing the 850CSi

BMW chipped away at the 8 Series, eager to perfect its super-coupe. In 1993, a second version of the 12-cylinder engine was added to create the 850CSi. This 5.6-litre unit offered 381hp and 401lb ft of torque, enough for it to complete the 60mph dash in less than 6.0 seconds. This is the point at which BMW introduced active rear axle kinematics, with the rear wheels responding to speed and steering angle by turning in the same direction.

The 850i becomes the 850Ci

Meanwhile, the 850i became the 850Ci, with standard equipment including a pair of airbags, infrared remote control and folding rear seat backrests. Dynamic stability control was available as an option and the automatic transmission was equipped with adaptive control.

BMW 840Ci

The BMW 840Ci joined the line-up in 1993. Powered by a 286hp 4.0-litre V8 engine, the new entry-level 8 Series was designed to introduce a new audience to the car. It wasn’t a huge success, as more than two-thirds of all 8 Series sold were powered by a 12-cylinder engine.

BMW 850Ci

The 850Ci was revised in 1994, with the coupe now powered by a 5.4-litre V12 developing 326hp. Customers could opt for a five-speed manual transmission, but few did. Only one in six 8 Series sold was fitted with a manual gearbox. The 850CSi, of which 1,150 were produced, was available exclusively with a stick shift.

Total production: 30,621

In total, 30,621 8 Series were built, including 24 hand-built at BMW’s Rosslyn plant in South Africa. For tax reasons, assembling the cars there was more cost-effective than importing the finished articles. Today, 840 prices start from around £12,000, but you’ll pay more for a good example and much, much more for an 850, with the CSi commanding top dollar.

BMW M8

Sadly, a much rumoured M8 version never saw the light of day, but a one-off, high-performance variant of the 8 Series was completed in 1991 and featured an all-new 12-cylinder engine developing around 550hp, chassis tweaks and bespoke body features. Co-developed by BMW Motorsport and BMW Technik, the ‘M8’ was employed as a test bed for technology and innovations. Its engine, for example, served as the basis for the V12 unit powering the legendary McLaren F1.

David Hockney Art Car

This is the David Hockney Art Car: a BMW 850CSi completed in 1995. The artist said: “BMW gave me a model of the car and I looked at it time and time again. Finally, I thought it would be a good idea to show the car as if one could see inside.” Hockney turned the car inside out, making it transparent through unique perception. The hood sports a stylised reproduction of the engine’s intake manifold, the driver is visible through the door, and a dachshund (named Stanley) can be seen sitting on the back seat.

BMW Alpina B12

Alpina created two versions of the E31: a 5.0-litre produced from 1990 to 1994 and a 5.7-litre built from 1992 to 1996. In 5.7 guise, the Alpina B12 developed 416hp, enough for a 0-60 mph time of 5.5 seconds and top speed of 186mph.

Reviving the 8

It wasn’t until 2017, and the Concorso d’Eleganza Villa d’Este, where BMW unveiled its svelte concept for a new 8 Series. The car previewed a more luxurious successor to the outgoing 6 Series. Excitement swelled for the return of BMW’s flagship GT.

Destination Le Mans

This BMW also had duties to perform, namely in GTE-spec at Le Mans. In fact, we saw the racing 8 Series before the production version, at the Frankfurt Motor Show in 2017. Sadly, the car proved a disappointment on-track, not achieving the wins BMW hoped for and attracting ridicule in online memes, due to its apparent size.

M8 Gran Coupe Concept

The M8 Gran Coupe Concept previewed the latest chapter of the 8 Series story, with BMW M5 power and a longer four-door saloon body. This would become, for our money, the most desirable version of the current 8 Series.

Return of the 8

The real deal arrived a year later, codenamed G15 by BMW and featuring either a twin-turbo 530hp V8 or a straight-six diesel with 320hp. Both came with four-wheel drive and an eight-speed automatic gearbox. Like the original 8 Series, it’s less a sports car and more a luxury GT. Although you can’t have a V12 engine this time. Boo.

Dropping the top

The G14 convertible version advances the 8’s boulevard cruising credentials, while retaining its blistering performance. Its roof folds down in 15 seconds at speeds up to 31mph.

8 Series Night Sky Edition

One of many odd special editions from BMW over the years, the 8 Series Night Sky Edition arrived in January 2019, with controls made from what BMW called ‘meteoric material’. In short, what wood veneer is for Rolls-Royces, space rock is for BMWs.

The ultimate, ultimate driving machine

Although the M850i offered ample performance, we were all waiting for the proper M-car. The M8 Competition is the fastest road-going BMW ever made, with 625hp and switchable all-wheel drive. It hits 60mph in around 3.0 seconds, before settling to a 70mph cruise across Europe.

8 Series Gran Coupe

This is what the Germans like to call a four-door coupe. In truth, it’s a sleek-looking saloon. No matter – the 8 Series Gran Coupe has the road presence to compete with Aston Martins, Bentleys and other luxurious exotica.

M8 Gran Coupe

Naturally, there’s also an M version of the Gran Coupe. More aggressive bumpers, bulbous exhausts and lashings of carbon fibre suit the 8 Gran Coupe’s muscular lines. The ultimate 8 Series?

The original and best

Perhaps not. Misguided, misjudged or misunderstood – whatever your views on the 8 Series, you can’t deny its place in BMW history. Today, the styling of the original looks better than ever. With a body blissfully free of spoilers and scoops, its legacy looms large over the current car. As a grand tourer, we can think of few better ways to cross the continent. In the V12-powered 850CSi, of course.

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Porsche Vision Renndienst

‘Porsche Unseen’ is an appropriate title for a book showcasing 15 lost concepts from 2005 to 2019.

It provides a tantalising glimpse of what goes on behind the scenes. Design studies that are otherwise off-limits to the general public. Genuine cases of what might have been.

Although ‘spy shots’, concepts and test mules might surface, there’s an awful lot that remains behind closed doors. Drawings, clay models, even ideas that never progress beyond the tussled mind of a designer.

“When it comes to the visions we develop, it is not about bringing every car onto the road. Instead, it is more a question of establishing creative space and a relationship with the future,” said Michael Mauer, vice president of Style Porsche.

“There are two possibilities for continuing to develop as a brand: either you improve your products from the present, that is to say step-by-step. However, it is difficult to be really innovative in this process. Or you give free rein to your creativity.

“The idea is to let your thoughts jump to the day after tomorrow, and to then move back from there to tomorrow.”

Flights of fancy

Porsche Le Mans Living Legend

As car enthusiasts, we tend to covet the forbidden fruits of car design. The lost concepts. The ones that got away. These flights of fancy appeal to our childlike enthusiasm for cars that push boundaries and break new ground.

Often, the desire for concept over reality is justified. Harris Mann’s 1968 sketch of the Austin Allegro is enough to break the collective hearts of a nation. More recently, in the wake of the iX electric car, social media has been calling for BMW to return to the relative elegance of the Vision iNEXT. Note the word ‘relative’.

The Porsche Unseen book is out now. A selection of the unseen Porsche studies will also be on display at the Porsche Museum in 2021.

In the meantime, here are three of the unreleased Porsche concept cars. If you want more, it’s time to start dropping hints for Christmas.

Porsche Vision ‘Rennidienst’

Porsche Vision van

Porsche must have been serious about building an electric van, because this concept made it as far as a full-size hard model.

It seats six, so Porsche had visions of an electric MPV, but the best bit is the McLaren F1-style central driving position.

Porsche 919 Street

Porsche 919 Street

The 919 Street promised to ‘make the exhilarating driving experience of the LMP1 race car available to amateur drivers’.

It’s a clay model built to the same dimensions as the Le Mans car, with visions of it having the same 900hp hybrid powertrain. Wow.

Porsche Vision Spyder

Porsche Vision Spyder rear

Along came a Spyder. This 1:1 hard model is a nod to the Porsche 550-1500 RS Spyder from 1954.

The number plate reads ‘Little Rebel’ – a nod to actor James Dean, who met his demise at the wheel of a Porsche 550 Spyder.

Ultimately, these cars turned out to be concepts without a cause. At least the book and exhibition will give them a new lease of life.

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Ready for business: Lotus Turbo Esprit

David Wickins Lotus Turbo Esprit

What’s it like to be the chairman of the board? To be responsible for making key decisions. For wielding power. To have the knowledge that one false move could lead to disaster.

This 1983 Lotus Turbo Esprit is your opportunity to live the chairman dream. Powerful in the 1980s, it spent many years in decline, its glory days behind it. Today, under the direction of new leadership, not to mention a substantial cash injection, its power has been restored.

It’s for sale as a going concern. Bids are invited, but it’s valued at between £37,000 and £43,000. At the time of writing, bidding has reached £30,000. More investment is required.

The car was owned by David Wickins, former chairman of Lotus and founder of the British Car Auctions (BCA) group. Wickins died in 2007, but his obituary suggests that he led a rather colourful life.

The Life of Riley

Lotus Turbo Esprit 1983

He built BCA into a multi-million-pound business, having conceived the idea in 1946 when he placed an advert in a local paper for his Riley Lynx. The first public auction was held in a rented field in Surrey, with vehicles sold as seen.

“By and large the motor trade is less dishonest than the legal profession,” he once said of the car dealers that generated his income. “I’d rather take the word of one of these gypsies than a solicitor or a jeweller.”

His route into the Lotus position began when BCA sponsored Mark Thatcher’s short-lived racing career. David Wickins was a friend of Mark’s father, Denis Thatcher, but it was Mark who introduced him to Lotus in 1983.

Lotus was a company in dire straits. Not only was the business haemorrhaging cash, founder Colin Chapman, who had died a year earlier, was embroiled in the DeLorean scandal.

Learning the ACBC

1983 Lotus Turbo Esprit

With Wickins at the helm, Lotus sailed into calmer seas, before the business was sold to General Motors in 1986.

It wasn’t all plain sailing. Wickins courted controversy by ditching the famous yellow and green roundel and replacing it with a black oval. He even ditched the ‘ACBC’ symbol, a reference to Anthony Colin Bruce Chapman.

The 1983 Lotus Turbo Esprit for sale via The Market wears a gold-on-black Lotus badge. If you don’t like it, you could remove it. That’s one way to honour Colin Chapman’s ‘simplify, then add lightness’ philsosphy.

The car spent many years languishing in a barn, before the vendor spent £16,000 restoring it to its former glory. There are just 31,000 miles on the clock. You can read about the details via the auction listing.

Anything but bored

Lotus Turbo Esprit interior

‘Keep the door from the wolf!’ proclaimed the press advert for the Lotus Turbo Esprit in 1981. The copy highlighted a 0-60mph time of 5.5 seconds and a top speed of 152mph, with fuel economy of 28.4mpg.

Those figures trounced the contemporary Ferrari 308 GTBi. A second quicker to 60mph, 7mph faster flat-out, significantly more economical, and much more affordable. In 1981, the Turbo Esprit cost £16,900, while the Ferrari cost £21,800.

“If you already have fine cars and you need a super-fast machine for high-speed Continental dashes, you need the Lotus,” said the 1981 Ferrari vs. Lotus twin-test in Car magazine. “There is no denying that it does, by a hefty margin, offer more capability for the money.”

The final line of the review: “You must have the Ferrari.” Right.

According the Hagerty price guide, you’ll pay between £31,800 and £65,100 for a 1981 Ferrari 308 GTBi. You could end up paying a similar amount for this Lotus Turbo Esprit.

Whatever, as the car’s new chairperson, you’re likely to be anything but bored.

READ MORE:

A racing team has built this amazing 420hp Volvo P1800

Cyan Racing Volvo P1800

Updating a classic car with modern components is a growth industry. 

However, the combination of a renowned motorsport team and a classic Volvo takes the ‘restomod’ concept to a magnificent new level. 

Cyan Racing’s special creation adds title-winning engineering to the beautiful P1800. It makes for a truly super Swede.

What is Cyan Racing?

Cyan Racing Volvo P1800

The company behind the Volvo P1800 Cyan was founded in 1996 as Flash Engineering. Its first racing carwas a Volvo 850 built to Super Tourer specification, entered into the Swedish Touring Car Championship.

In 2005, the company became Polestar Racing. But then the road-going Polestar Engineering brand was bought by Volvo in 2015, so the motorsport outfit continued separately as Cyan Racing. 

The team won the 2017 World Touring Car Championship Manufacturer’s title with the Volvo S60. 

Last year, the Cyan Racing-built Lynk & Co 03 won the Teams’ Championship of the World Touring Car Cup. Lynk & Co is one of the brands owned by Volvo’s parent company, Geely.

The most beautiful Volvo ever?

Cyan Racing Volvo P1800

Styled by Pelle Petterson under the watch of Italian design house Frua, the P1800 is arguably the most attractive car to wear the Volvo badge. 

An appearance in The Saint TV series, starring Roger Moore, propelled it to stardom in the 1960s. It also proved to be reliable, with the late Irv Gordon driving more than three million miles in his 1966 P1800 S.

Intended as a grand tourer rather than a sports car, the P1800’s performance was warm rather than scorching. The later P1800E offered the highest output, with 130hp

Classic looks, modern performance

Cyan Racing Volvo P1800

Beneath the bonnet here is a 2.0-litre turbocharged four-cylinder engine taken from the Volvo S60 touring car. With 420hp and 336lb ft of torque, it utterly transforms the P1800. 

Power is sent to the rear wheels through a five-speed manual dog-leg gearbox, along with a torque-biasing limited-slip differential. 

Making the new engine more effective is bodywork made from carbon fibre. It helps reduce the kerb weight of the P1800 Cyan to 920kg.

Motorsport technology inside and out

Cyan Racing Volvo P1800

Other changes by Cyan have included new aluminium suspension uprights, along with two-way adjustable dampers. 

A new steering system has been installed, with upgraded performance brakes hiding behind 18-inch wheels. Pirelli P Zero 235/40 front tyres, with 265/35 items at the rear, deliver far more grip than the original P1800 ever had. 

Race-inspired alterations are also found in the cabin. Cyan has installed lightweight bucket seats with full racing harnesses. A custom titanium roll cage is clad in leather, with digital gauges also fitted.

Sorry, Swede dreams only

Cyan Racing Volvo P1800

Producing the P1800 has taken Cyan Racing thousands of hours, with time spent on design and bespoke engineering. 

Despite all the effort, however, the upgraded P1800 is not destined to become a production model. 

The company admits it has only built the car to celebrate its motorsport heritage with Volvo. Still, what a way to celebrate.

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