A classic Alfa Romeo Spider featured in the much-loved sitcom Absolutely Fabulous could soon be yours.
The dark red Spider will head across the auction block later this month. It’s sale will take place at the Iconic Auctioneers Silverstone Festival event.
So, whether you fancy owning a piece of television history, or simply a desirable example of a classic Italian convertible, here is what you need to know.
A real Italian, sweetie
The 1993 Spider up for auction is taken from the final year of the convertible’s production. Indeed, this Series 4 model was probabaly among the last cars to leave the factory.
Like all Spiders, it was originally manufactured as a left-hand drive model. Naturally, this limited the Alfa’s appeal in the UK, so this car was later converted to a right-hand-drive setup.
Powered by a 2.0-litre twin-cam four-cylinder engine that develops 126hp, the Spider S4 was first registered as a Fiat dealer demonstrator in April 1993.
Wheels on fire
The following year, the Alfa would be seen on screen. It was used in the fifth episode of Ab Fab’s second series.
In the show, Joanna Lumley’s character of Patsy is forced to downsize from her normal chauffeur-driven Daimler, choosing the Alfa Romeo Spider as a compromise.
Encouraged by Eddie (Jennifer Saunders), the Alfa is parked outside the front door of the Harvey Nichols department store, then subsequently clampedand seized by the police.
After the Alfa’s star turn, it has lived a fully documented life, with just over 46,000 miles now recorded on its odometer.
Rolling down the road
Arwel Richards of Iconic Auctioneers, who sourced the car, said: “This is an ideal first-time classic, or a must-have for any diehard fan of the show.
“This star-car is without doubt both a sweetie and a darling. I’m sure the happy buyer will be cracking the Bolly when the hammer falls.”
Ahead of the auction, the Spider has been given a pre-sale guide price of between £26,000 and £30,000.
We’ll have to wait until Saturday 24 August 2024 to see if the Alfa achieves an absolutely fabulous sum when sold by Iconic Auctioneers. Tempted, darling?
I’ve developed a borderline unhealthy obsession with three-wheeled Reliants. I’m not sure what triggered it: too long on the Reliant Owners Club stand at the NEC Classic Motor Show, perhaps, or an enjoyable read of Giles Chapman’s book on the Reliant Robin.
I even found myself exploring the housing estates of Tamworth in an attempt to find signs of the old factory, and I’ve wasted more time than I’d like to admit watching videos of Reliants cornering enthusiastically. And that’s before I confess to owning the Only Fools and Horses boxset.
Surprisingly, I have managed to resist buying one. I’ve come close to it, admittedly, with a few ill-judged eBay bids here and there, but I’m yet to part with cash for a ‘plastic pig’. I’d even made it until now without driving one.
Fast-forward to an out-of-the-blue email from friend of Motoring Research and former Peugeot 205 Rallye and Honda Integra Type R owner, Nick Bailey of Elan PR. Nick knew of a Reliant Robin, and its owner would be very keen for me to drive it.
A date was arranged (on Valentine’s Day, no less) and I travelled to Oxfordshire, with some trepidation, to find out exactly what a Reliant is like to drive.
What’s is a Rialto like to drive?
Without wishing to get pedantic, this isn’t actually a Reliant Robin. By the late 1970s, Reliant was in trouble. A recall of 25,000 Robins led to an image crisis for the three-wheeled car, and the recession that followed didn’t result in the sales boom the cheap-and-cheerful motor should have enjoyed.
As a result, the Robin name was dropped, in a bid to disassociate the Reliant three-wheeler from its tarnished image. At the same time, a refreshed look by International Automotive Design (IAD) of Sussex was introduced.
More angular than its predecessor, with a plastic grille on the front and headlights borrowed from the Austin Metro, the Rialto was economy motoring for the 1980s. The Rialto featured here is the van version, meaning the rear end is similar to the old Robin, square-topped wheelarches aside.
To be honest, part of my enthusiasm for driving the Reliant was to get it out of my system. Friends told me it’d be rubbish, and a spin around the block in one would put me off ever wanting to spend actual, real money on one. And, as I approached my first junction at the wheel of the Rialto on a wet and windy day, it certainly tested my enthusiasm.
In short, it conked out, and required a push to get it going again. Fortunately, its incredibly light kerb weight of 436kg made easy work of a bump-start.
However, once the engine was up to temperature and I’d learnt the quirks of its manual choke, the 850cc Reliant ran like a charm. I didn’t have the pleasure of driving it around town, but I imagine it’d feel rather zippy.
It’s certainly quick enough up to around 30mph, but above that that things require a bit more commitment. During my drive I found that around 40mph is where the Rialto feels most comfortable on open roads, although its owner assured me that the speedometer under-reads.
Of course, we all know that a Reliant won’t be fast in a straight line (officially, it hits 62mph in around 16 seconds), but it’s the idea of how a three-wheeler handles corners that has partly fuelled my obsession with the plastic pig.
In his Top Gear days, Jeremy Clarkson drove a fairly late Reliant Robin (the name was reintroduced later in the car’s history) and tipped it onto its side at every corner – something he later admitted was caused by the TV show’s mechanics fiddling with the car’s differential.
And yes, cornering at speed with only three wheels is a little scary. During one run for the camera, I almost nodded off by driving uphill with my foot to the floor for what seemed like an age. Approaching a corner at the top of the hill, I only realised I should probably brake before the bend when my passenger started bracing himself against the side of the car…
I got through the corner without binning it, though. The sensation is a weird one – I’ve never ridden a motorbike, but I guess it’s half-way between that and driving a conventional, four-wheeled car. Too long spent reading up on Reliants suggests they’ll drift before they roll over, but I didn’t Retro Road Test this one hard enough to find out.
There’s a lot of body-roll, naturally, but there’s also a lot of satisfaction to be had in hustling along a somewhat inappropriate vehicle. A bus driver travelling in the opposite direction agreed: at first I was worried that he was beeping out of anger at my stupidity, but his thumbs-up and cheery smile egged me on still further.
I couldn’t resist chucking it into a 90-degree turn as my confidence was building towards the end of the drive. Photographer Bradley, following behind, insists a rear wheel was wagged in the air. Time to quit while I’m ahead, perhaps…
Tell me about buying a Rialto
If you’ve read this far, hopefully you won’t think I’m entirely mad in suggesting a Reliant Rialto could be the perfect entry into classic car ownership. Prices aren’t as low as they once were – you’ll need around £1,500 for a fairly respectable, MOT’d example – but that’s pocket money for a car that gets the amount of attention the three-wheeler does.
The later the Reliant, the better the build quality should be, and obviously it’s easier to find good examples of newer models. Personally, nothing is more off-putting than a Robin or Rialto given a comedy paint job – they’re regularly modified for banger rallies and the like, and such examples won’t have had the easiest of lives. And don’t get me started on all the poor Robins given the ‘Trotter’s Independent Traders’ treatment (Del Boy’s vehicle was actually a Reliant Supervan, based on the Regal).
No, I’d be looking for a tidy, original example, ideally being sold by a member of the Reliant Owners’ Club. Although the fibreglass body doesn’t rust, the chassis underneath does, so get on your hands and knees to give it a thorough inspection.
Mechanically, Reliants are pretty tough, but many have been neglected, so a folder of receipts and an enthusiastic seller is a good sign. Clutches are fairly easy and cheap to replace, but they’re a relatively common issue. The same can be said for head gaskets, so look out for signs of overheating and ‘mayonnaise’ in the header tank.
Reliant Rialto: Verdict
Yes, despite driving one, I still want a Reliant three-wheeler. And that’s about as conclusive a verdict you can ask for.
The Reliant Rialto was a laughing stock when it was new, and it still is today. It’s not a car you should buy if you don’t want to be pointed at driving down the high street, and many people will question your logic in choosing one. It’s not a car for long journeys, either, nor would I want to drive a Rialto every day.
But I’d argue that it’s the most fun you can have in a classic car on a (very) limited budget. Buying and running costs are low, and there’s a lively enthusiast scene to help keep your Reliant on the road. You may or may not ‘get’ the appeal, but there certainly is an appeal here somewhere.
Hold the front page: Ford has just pulled the wraps off a new Capri. However, while the original was a svelte coupe, the reborn Ford Capri is – you guessed it – an electric SUV. And more likely to be seen on the school run than skidding around a council estate. Shame.
Whatever you think about the Capri’s comeback, or electric SUVs more generally, the name clearly has plenty of cachet. So what is the enduring appeal?
We borrowed one of the last original Ford Capris, a 280 ‘Brooklands’ special edition, from the Great Driving Days fleet to find out. Strap in for an EV-free Retro Road Test…
What are its rivals?
Throughout the 1970s and 1980s, the Capri faced a number of challengers – including the Opel Manta and Toyota Celica. Ford billed it as the ‘car you always promised yourself’ and it was, to all intents and purposes, the European equivalent of the Ford Mustang.
Much like the American pony car, the Capri was based on a more humble platform. So while the Mustang was a Ford Falcon in a fancy dress, the Capri was little more than a Cortina in a posh frock. Nonetheless, it struck a chord with the British motorist: a blue-badged coupe for the blue collar masses.
By the time the last-of-the-line Capri 280 was rolled out in 1987, the car you always promised yourself was becoming a relic in a changing world. Teenage kicks were coming from a new breed of young upstarts in the form of hot hatchbacks, and the Capri was looking well past its sell-by date.
What engine does it use?
In his excellent book Capri: The Development & Competition History of Ford’s European GT Car, Jeremy Walton credits the 2.8-litre fuel-injected engine as prolonging the life of the Capri. It was left to Ford’s newly-established Special Vehicle Engineering (SVE) to mate the Capri with the Bosch K-Jetronic-injected V6 engine, first seen in the Ford Granada.
It was a match made in heaven, and the 2.8i would evolve from an early four-speed manual into a five-speed 2.8 injection Special, complete with a limited-slip differential. Ford made no mechanical changes to the 280, so 160hp remained the official output.
Ford claimed a top speed of 130mph and a 0-60 time of 7.9 seconds for the original 2.8i, but as Walton explains, the heavier injection Special trim, five-speed gearbox and limited-slip differential would have blunted that performance a little.
What’s it like to drive?
The Capri III was essentially a development of the earlier Capri II, which dated back to 1974. Even in 1987, then, this 280 version would have felt like something from a different era. Yet it was a suitable last hurrah for a much-loved car.
Ford built 1,038 examples of the Capri 280. Each one was painted ‘Brooklands’ green, which is why many people refer to this model as the Capri 280 Brooklands. The driving position is quite unlike anything else on the road, as you peer out across a delightfully long bonnet, complete with its central power bulge.
The Capri rocks from side to side as you blip the throttle, bringing to mind the feeling of being at the wheel of an American muscle car, primed and ready to tame a drag strip. The grey ‘Raven’ leather Recaro seats, contrasted with red piping, are comfortable and supportive.
By today’s standards, the Capri’s performance is timid, verging on lethargic. But it delivers its power with proper grunt and an appropriate soundtrack. This a front-engined, rear-wheel-drive coupe, so it’s not hard to get the tail wagging. Naturally, you have to wind down the window (no electric assistance here) in order to adopt the authentic ‘Capri elbow’ driving position.
Reliability and running costs
The Ford Capri dates from a time when DIY servicing was commonplace, so it shouldn’t be too hard to keep a 280 on the road. That said, given its rarity, not to mention the associated prices, you’ll want to ensure the car is kept in a condition similar to when it rolled off the Cologne production line.
A well-maintained 2.8-litre V6 engine is likely to be reliable, but regular oil changes are essential. Also check the differential, as a whining noise – experienced on our test car – could result in a costly rebuild.
As for economy, don’t expect to get anything above 25mpg. But seriously, who cares about fuel consumption when you’re at the wheel of a Capri 280? Just sit back and enjoy the drive. With your right elbow resting on the door, obviously.
Could I drive it every day?
You could, but you probably shouldn’t. At the very least, we’d recommend running a Capri 280 only during summer months, because corrosion can be a constant menace. The front wings, rear wheelarches and bumpers tend to rust for a pastime. Pattern parts are available, but it’s preferable to maintain some originality.
On the plus side, the 280 has enough power to keep up with modern traffic and the Capri entered the new millennium with its reputation restored. Drive one today and you will turn heads.
As we made our way through some quaint towns and villages nestled along the Welsh border, we were greeted with smiles and the occasional thumbs-up. That wouldn’t have happened back in the 1990s.
How much should I pay?
This is the million-dollar question. The almost factory-fresh Ford Capri 280 pictured above was sold by Silverstone Auctions for £54,000, but that’s an extreme case.
The Capri cost a wildly optimistic £11,999 when new, but the Practical Classics price guide now values it at anything between £4,750 and £26,000. You’ll need much deeper pockets to secure a low-mileage example, though.
In any event, a classic Capri is likely to be cheaper – and certainly more fun – than a new electric SUV with the same badge.
What should I look out for?
Aside from the issues mentioned earlier, you’ll need to confirm your Capri is a genuine 280. Given the difference in values over a standard Capri 2.8 injection Special, unscrupulous types might try to fake a 280 using Brooklands green paint, a leather interior and a set of 15-inch alloy wheels.
The brooklands280.com website contains a handy tool enabling you to check your build number using the car’s engine or chassis number. Some Capri 280s were squirrelled away for future investment, so don’t be surprised to find low-mileage examples.
Should I buy one?
Like so many last-of-the-line models, the Capri 280 was a cosmetic exercise, but it felt like more than a mere marketing special. Many tears were shed when the Capri disappeared from the Ford brochure, so there is a great deal of fondness for the ‘European Mustang’.
Whether or not it is worth spending the extra cash required to secure a 280 over a standard 2.8i is a matter of opinion. You’ll get just as much enjoyment from a Capri 2.8i, but may have to live without the potential for a hefty return on your investment. If we were forced to choose, we’d opt for a mint 2.8 injection Special or an earlier Capri 3.0S.
Pub fact
The Ford Capri 280 was destined to be the Capri 500, until Ford bosses had a change of heart. A run of 500 cars was planned, with the company even going so far as to create ‘Capri 500’ decals.
When Ford realised it had 1,038 bodyshells left, however, it decided to build 1,038 Capri 280s. The very last car built remains part of Ford UK’s heritage collection.
However, the highlight would be the near-endless display of automotive mediocrity, plus the crowning of winners across an array of categories – including the overall victor, a remarkable Toyota Hilux pickup survivor.
Biggest FOTU to date
Along with the many unexceptional cars lining the castle grounds, 50 outstanding vehicles were picked to form part of the central concours competition.
Included in this collection were a Citroen Visa with just 4,000 miles on the clock, and a remarkably unremarkable Daewoo Lanos. The latter was said to be one of five examples remaining on British roads.
Both the Citroen and Daewoo were highly commended by the judges in the Concours event, as was a 1993 Fiat Panda.
Awarding-winning mundanity
The 2024 Festival of the Unexceptional saw trophies awarded in a number of categories. These included the Retro Repmobile Award, which was given to Luca Alpert and his Nissan Primera (pictured above).
Alpert had driven his Nissan all the way from Hannover in Germany to take part in the show.
The Chairman’s Award went to Colin Corke and his Austin Metro. A regular at the event, Corke finally received a trophy on his eighth Festival of the Unexceptional entry.
Taking second place in the Concours event was Amy Jaine and her 1998 Renault Clio, originally owned by her grandmother.
However, the ultimate prize in the Concours category was given to an unrestored 1982 Toyota Hilux pick-up truck. Owned by Mitch Lewis, the Hilux had spent much of its life working on a fruit farm.
Despite a hard life, it remained completely original, proving that the Hilux really is indestructible. Lewis simply needed to give the Toyota a thorough clean before driving it to the event and taking concours glory.
Keeping average motoring alive
First created in 2014 to celebrate forgotten family cars, the Festival of the Unexceptional has grown into a must-visit annual event.
Mark Roper, managing director of Hagerty International, said: “Ten years of FOTU is something to be celebrated, and this milestone was celebrated in style. I would like to thank the thousands of enthusiasts who came to enjoy it with us, and for our special guests who brought the main stage to life.
“Festival of the Unexceptional is an important part of securing the future of classic cars, with many young enthusiasts attending to show their FOTU-era cars. Hagerty is committed to continually supporting UK car culture, and will continue to grow both the Festival of the Unexceptional and RADwood for years to come.”
A 1992 Ford Escort RS Cosworth, first driven by Jeremy Clarkson, will be coming up for auction next month.
Used by Clarkson during his early days on the Top Gear TV show, the fast Ford became one of his favourite cars. Iconic Auctioneers will offer the Cosworth as part of its sale at the 2024 Silverstone Festival.
Jezza regretted not keeping the Ford when he had a chance. Now this could now be your opportunity to own the car he lovingly christened as ‘Gary’.
An icon of the 1990s
Launched in 1992 as a true homologation special, the Escort RS Cosworth was designed to allow Ford to enter World Rally Championship Group A competition.
Developed from the Sierra RS Cosworth platform, the Escort had a turbocharged 2.0-litre four-cylinder engine that produced 224hp. Combined with four-wheel drive, this resulted in a 0-62mph time of less than six seconds, plus a potential top speed of 144mph.
A gigantic ‘whale tail’ spoiler made the Escort RS Cosworth instantly recognisable, as did its bespoke front bumper and chunky five-spoke alloy wheels.
From a total production run of more than 7,140 cars, Ford designated the first 2,500 examples for rally homologation. However, Clarkson’s RS Cosworth was even more special…
The hand-built Cossie
‘K38 FMC’ was one of just three pre-production cars made before the Escort Cosworth started leaving the Karmann factory in Germany.
Made by hand, each of the three prototypes were rumoured to have cost Ford £250,000 to complete. For reasons unknown, these hand-built cars came without a catalytic converter fitted.
Painted in Mallard Green, with a Raven Hide interior, K38 FMC went into service with the Ford Motor Company in late 1992. It was then used by a certain Top Gear journalist to evaluate living with one of the wildest hot hatches of the time.
Clarkson filmed updates for the original version of the Top Gear TV series on his time with the Cosworth, noting the car’s thirst for super unleaded fuel and the extortionate insurance quotes received for it. He also gave it the name ‘Gary’ during this long-term test.
Friends reunited
In October 1993, the Ford was given away by Clarkson to help launch the then-new Top Gear magazine. Mercifully, a year’s free insurance came with the car as well.
The Cosworth was one car that seemingly played on Clarkson’s mind throughout the 1990s. He was finally reunited with ‘Gary’ in 2000, as part of Clarkson’s Car Years series. The duo were filmed tackling North Yorkshire’s infamous Buttertubs Pass.
In the film, Jeremy said: ‘One of my all-time favourite roads meets one of my all-time favourite cars: the Cossie’.
Passing through private hands, the Escort was listed for sale in 2007 wearing aftermarket 18-inch alloy wheels, but still with the same registration number.
No need to be a millionaire
More recently, the long-term owner of the Escort RS Cosworth gave it a mechanical overhaul, with particular attention paid to the brakes and suspension. A set of original Ford alloy wheels were fitted, with the interior headlining also replaced.
The Cosworth is heading to auction with a suggested guide price of between £65,000 and £75,000. Given the sums paid for Fast Fords in recent years, this seems quite reasonable.
‘Gary’ will cross the block on Saturday 24 August 2024 as part of the Iconic Auctioneers sale, taking place at the Silverstone circuit in Northamptonshire.
American enthusiasts have a new route to enjoy some of the most iconic TVR production cars ever made.
Based in Tucson, Arizona, TVR Garage is now offering original or restored examples of the TVR Cerbera to customers in the United States.
It follows the launch of the TVR Garage brand at Monterey Car Week last year. The company was later featured on an episode of the Jay Leno’s Garage YouTube series.
Playing by the rules
Importing the best examples of the TVR Cerbera from the 1990s is made possible by the ‘25-year rule’, which is administered by the National Highway Traffic Safety Administration (NHTSA).
Legislation prevents vehicles younger than this being brought into the United States unless they meet specific ‘Show or Display’ exemptions. However, the passage of time now means Americans can enjoy the TVR Cerbera without limitation.
Due to the rolling nature of the 25-year rule, TVR Garage has a 10-year plan that will see Tuscan, Tamora, T350 and Sagaris models all become eligible to import
For now, the focus is on the Cerbera coupe, with customers able to choose between the 4.2- or 4.5-litre V8 versions. The TVR Garage website currently features a 1996 Griffith 500 for sale, too.
British beef in America
TVR Garage will offer dedicated servicing locations in Arizona, California and Florida, while also forging a partnership with UK-based specialists Str8six. This will allow TVR customers access to spare parts and engine-building expertise.
Gavin Bristow, co-founder of TVR Garage, said: “The TVR brand is a passion project for all at TVR Garage, born from a simple personal import to a young business bringing the oldest “new” brand to the US market”.
Andi Hughes, the other founder of TVR Garage, added: “Our aim is to provide to our customers an ownership experience as unique as the clients themselves. TVR offers an unrivalled motoring experience, providing a raw and visceral analogue connection that stirs all the senses.
“In a world of uninspiring EVs, we wish to offer the dedicated driving enthusiast a pure driving experience in their downtime.”
Ever dreamed of starring as Gene Hunt in the Ashes to Ashes TV series? If so, this 1989 Audi ‘Ur’ Quattro could be for you.
Heading to auction next week with H&H Classics, the Tornado Red coupe was one of four cars used by Audi in the UK as press demonstrators.
Taken from the final run of Quattro production, and with an iconic colour combination, this four-wheel-drive Audi could be hot property under the hammer.
Four to the floor
When first launched in 1980, the Audi Quattro helped banish the idea that four-wheel drive was only for off-roaders. Its combination of a Quattro drivetrain and 200hp 2.1-litre five-cylinder turbocharged engine created an all-weather GT car.
Audi updated the Quattro throughout its production run, in part to ensure it would remain competitive in the World Rally Championship. However, later developments were purely for the benefit of the road car, after the wild Group B rally monsters were outlawed.
The Quattro up for auction was built in 1989, a year which saw Audi give the boxy 4WD coupe its final update. Many enthusiasts value these later cars, built until 1991, as the pick of the bunch.
A Torsen centre differential was fitted, with the turbocharged engine now a 2.2-litre five-cylinder unit featuring 20 valves. Output was increased to 220hp, with a top speed of 143mph.
Restored and enhanced
The Quattro heading to auction was first registered in October 1989, then used as an Audi press car alongside three consecutively registered siblings.
It took part in a magazine group test against the rival Lancia Delta Integrale, and featured in other articles. Sold into private hands in 1993, the Quattro then passed through another owner it was bought by the current vendor in 2017.
By this point, the Tornado Red paintwork had faded and the original 20v motor had been removed. It led to a five-year cosmetic and mechanical overhaul, including sourcing another 2.2-litre 20v engine.
Modern enhancements have been applied to the five-cylinder engine, including an upgraded turbocharger and a Scorpion exhaust system. The result is an output in the region of 300hp, with new Brembo brakes added to bolster stopping power.
Fire up the Quattro!
Audi sold only 295 right-hand drive Quattros fitted with the 20v engine, meaning they were rare from the outset.
Being a former press car brings extra interest to this example’s provenance, as might the enhancements undertaken as part of its recent restoration.
Ahead of the sale, H&H Classics have given this retro rally star a guide price of between £40,000 and £50,000.
Those wanting to relive the 1980s can place their bids on Wednesday 24 July 2024, when the H&H Classics sale takes place in Buxton, Derbyshire.
The fearsome AC Cobra dominated sports car racing in the 1960s. Except, that is, at high-speed circuits such as Le Mans. Why? Because, while monstrously powerful, the Cobra was also far from aerodynamic. The answer? Make a slipperier, closed-roof version of the roadster. Enter the Shelby Cobra Daytona Coupe.
To say the Daytona did the job is putting it mildly. It toppled Ferrari to take the 1965 FIA Sports Car Championship title. To say it’s rare today also puts it mildly. Shelby only built six cars and prices – if you can persuade somebody to sell – have soared deep into seven figures.
The answer? Make a recreation of the famous legend. Enter the Shelby Cobra Daytona Coupe CSX9000 Series, imported into the UK by Le Mans Coupes of West Sussex. And we have driven it.
What are its rivals?
Some are sniffy about replica cars, but we think it depends on how well they’re done. This is a very well-done replica, built by Hi-Tech Automotive Services in South Africa. The car was officially sanctioned by Carroll Shelby himself before he died, so it’s also an official Shelby product.
Today, it could be a period-style alternative to a brawny, big-engined GT such as a Mercedes-AMG GT or Jaguar F-Type V8. Or perhaps even the now-defunct Morgan Plus 8.
You could try a classic TVR, or even cross your fingers for the new TVR Griffith to finally arrive. Then there are other ‘evocations’ of original legends. Le Mans Coupes will happily sell you a new Ford GT40, for example.
What engine does it use?
You can have various engines with your Daytona Coupe – all V8s, from either Ford (like the original car) or General Motors. We tested the modern Chevrolet Corvette LS3-engined version, which musters a very healthy 520hp.
This is the same engine fitted to Corvettes up to 2013, then later used by the brawny Vauxhall VXR8. And it’s installed in a car that weighs just 1,250kg. Gulp.
What’s it like to drive?
Getting in, plenty feels different to modern cars: the spongy seats, the humongous transmission tunnel, the clock-packed and toggle-laden dashboard, the upright windscreen. Oh, and the glorious view down the bonnet. The engine roars vocally and menacingly into life, the gearbox is heavily no-nonsense and even the pedals are stiff. It’s intimidating at first alright.
But then you realise the capabilities of the car. There’s light and reasonably accurate steering, a compliant ride, well-telegraphed handling and, above all, that fantastic engine. It’s astonishingly torquey and just pulls, pulls and pulls. Simply put your foot down and go. Free-breathing, it responds instantly and feels like it will never let up. It’s just wonderful.
The Daytona Coupe is a bona fide muscle car that will give you a workout. However, the notoriety that bedevilled the original AC Cobra is, if you’re level-headed, kept at bay in this recreation, so you can drive it without a lurking fear of being bitten.
Reliability and running costs
This is a simple car made from solid components, including a near-bulletproof GM crate engine. It’s also hand-built by technicians with decades of experience of – and total emotional commitment to – their craft. All of which bodes well for reliability.
Running costs will be dominated by the V8’s thirst (although the long-striding sixth gear makes it relatively economical on a long run). Servicing bills won’t be too fearsome either – Le Mans Coupes are happy to help there.
You should be able to strike a deal for car insurance and the quality of this replica will keep retained values buoyant. A scan of US prices suggests they often sell second-hand for a similar price to a new one – perhaps even more.
Could I drive it every day?
It has air conditioning. A radio. Power steering, electric windows and central locking. A cushioned ride. And so much torque, you almost never need to change gear.
Sure, there are compromises, such as the period ergonomics, manly gearbox and heavy brakes, plus a total lack of electronic infotainment or safety aids, but the sheer usability of the Daytona Coupe against expectations may surprise. The coupe body even gives it a decent boot.
Certainly it’s not a car to save only for high days and holidays. The Shelby is such a grin-inducer, any excuse to take it out should be grabbed, safe in the knowledge you won’t have to fry in a pool of sweat for your efforts.
How much should I pay?
Depending on spec, you’ll pay upwards of £160,000 for a Shelby Cobra Daytona Coupe from Le Mans Coupes. But it will be built from scratch to your very own requirements.
Inevitably, if you want to spend more, there is a whole host of options to tailor the car to your taste, including a choice of engines.
What should I look out for?
The cheery people at Le Mans Coupes will take you through the full process of considering and buying a Shelby Cobra Daytona Coupe, including everything you need to look for. If it’s not for you, they will tell you; the build process takes months, so they don’t want anyone to have any nasty surprises half-way through.
The key thing to be aware of is that this is a newly built classic car. It’s had modern components bolted on, but is still a pure 1960s design – lack of electronic gadgets and all. A Porsche 911 Turbo is faster, more refined, easier to use and more practical. But is it as charismatic and fun?
Should I buy one?
Looking for a head-turner that will cheer others as much as it delights you? This beautiful machine might just be your perfect car. It’s a tantalising collectable that is packed with character, yet has abilities and long-striding comfort that can still surprise.
It’s undoubtedly a challenge to drive, but far from an insurmountable one. And as a possession to have in your garage, the Shelby Cobra Daytona Coupe is seriously tempting for any committed petrolhead.
One more reason to buy one: it’s incredibly well finished. Paint quality is gorgeous and panel fit is ultra-precise, while the bodywork and interior are both also made to a high standard. You’ll get huge satisfaction simply from staring at it, and that alone may be reason enough for some to buy one.
Pub fact
There are only six original Shelby Cobra Daytona Coupes because that’s all the company could afford to build. It was created by star designer Peter Brock and was very much a leap of faith; not many people understood sports car aerodynamics in those days (contemporary engineers snorted at Brock’s chopped ‘Kamm’ tail, for example).
Impressively, Peter Brock was involved in creating this Daytona Coupe recreation as well – along with the original chassis designer, Bob Negstad.
Audi chose the 2024 Goodwood Festival of Speed to reveal a restored Auto Union Silver Arrows that has been nine decades in the making.
The Type 52 Schnellsportwagen was originally designed in the 1930s, and intended to be a road-going version of the famous Auto Union racing cars.
Despite Auto Union building a prototype model based upon drawings by Ferdinand Porsche, the Schnellsportwagen never became a production reality.
Now, after 90 years, Audi has completed construction of a Type 52, even down to fitting a period-correct 16-cylinder supercharged engine.
Talk about a long delivery time…
Ferdinand Porsche penned the original concept for the Type 52 in 1933, then made further refinements the following year. Although a prototype car was created, any trace of this disappeared during the dissolution of Auto Union.
Following the Second World War, the Auto Union factory was located in the Russian-occupied area of Germany. As a result, many documents and photographs concerning the marque’s grand prix cars were lost forever.
Fortunately, the technical drawings that survived gave Audi enough direction to understand the vehicle that Ferdinand Porsche had envisaged.
Audi Tradition then commissioned British restoration experts, Crosthwaite & Gardner, to build a new Type 52 Schnellsportwagen from scratch.
A road-going race car
Crosthwaite & Gardner had to make some adaptations during the build process, such as adjusting the wheelbase to ensure the front suspension and transmission would fit.
The 6.0-litre 16-cylinder supercharged engine from the Auto Union Type C produces a considerable 520hp, far more than the 200hp envisaged for the original car. Given that Auto Union planned for a top speed of 120mph, today’s completed car could be much faster.
The interior of the Schnellsportwagen boasts a McLaren F1-style layout, with a central driver’s seat flanked by spaces for two passengers.
Timo Witt, head of Audi’s historical vehicle collection, said the interior is “inspired by the Auto Union grand prix race cars, with a modern interpretation of colours and fabrics”.
Making its dynamic debut
Auto Union left no details about what colour the Type 52’s bodywork should be painted, so Audi Tradition opted for Cellulose Silver – as used on the marque’s grand prix cars.
With the build process completed in 2023, the Type 52 Schnellsportwagen has finally been able to hit the road after 90 years.
Audi Tradition showcased the Type 52 throughout the weekend at the Goodwood Festival of Speed, including dynamic runs on the famous hill climb course.
Nine-times Le Mans winner Tom Kristensen and racing legend Hans-Joachim Stuck were on hand to drive the Schnellsportwagen.
Fittingly, Stuck’s father drove several original Auto Union grand prix cars at hill climb events in the 1930s.
At the time of its launch in 1988, the Corrado was the most expensive car Volkswagen had ever built. Work had started in 1983, with the car destined to succeed the pretty Giugiaro-penned Mk1 Scirocco. In the end, the Corrado was sold alongside the Scirocco, for a while at least, establishing itself as a more upmarket and better engineered coupe.
Initially, the supercharged Corrado G60 was the powerhouse of the range, but in 1991 Volkswagen launched the sought-after, six-cylinder VR6 version.
For this Retro Road Test, we take a look at one of Volkswagen’s most glorious failures: the Volkswagen Corrado VR6.
What are its rivals?
If the Corrado stood still long enough, we might be able to name some rivals, but the truth is, it’s much harder than you might think. At launch it sat in no man’s land, sandwiched between the affordable Volkswagen Scirocco and the more upmarket Porsche 924. Indeed, some say the Corrado was built in response to the 924, a car which, let’s not forget, was originally supposed to wear a Volkswagen badge.
It’s probably simpler to say that, as a coupe of the 1990s, the Corrado was engaged in a slippery battle for supremacy with the likes of the Ford Probe, Vauxhall Calibra, Toyota Celica and Honda Prelude. Cars that may have lacked the prowess of the Corrado, but still managed to win the race out of the showroom.
Between 1988 and 1995, Volkswagen managed to shift a mere 97,521 Corrados, of which 10 percent or so were shipped to the UK. This was in stark contrast to the half-a-million Mk1 Sciroccos that rolled off the production line during a similar length of time.
Which engine does it use?
The VR6 engine was unveiled at the 1991 Geneva Motor Show, initially as an option on the Volkswagen Passat. The ‘V’ is a bit of a red herring, because the narrow-angle V6 is as much a straight-six as it is a traditional vee-six, being engineered for transverse installation. With a 15-degree angle between cylinder banks and one cylinder head, the 2,861cc engine was good for 190hp.
As the VR6 was introduced, Volkswagen said auf wiedersehen to the G-Lader supercharged engines. Curiously, despite the evocative name and that low-end pull, the G60 unit was considered to be the Corrado’s weakest link at launch. Today, it’s much-loved, not least for its tuning potential.
What’s it like to drive?
Drive a Corrado VR6 today and you’ll realise just how much has changed in two decades. Back in 1993, when this Corrado VR6 first rolled out of the showroom, its performance figures – 0-60mph in 6.7 seconds, a 146mph top speed – meant that it could hold its own against the Porsche 968 Club Sport and Ford Escort RS Cosworth.
But while even a badly driven Ford Fiesta ST could give a Corrado a run for its money, it’s the way it delivers the power that counts. The acceleration won’t pin you to the back of the nicely sculpted seats, but the delivery is smooth and the soundtrack is intoxicating. The VR6 engine hardly breaks sweat as it hauls this pert coupe towards the next corner.
Within a few miles, you realise that two gears are ideally suited to the British B-road. Second gear will take you all the way to 60mph, and once you’re there third gear is all the gear you’ll ever need. It puts you at the VR6’s sweet spot, hovering at around 4,000rpm. Young upstart hot hatchbacks have got nothing on the Corrado VR6 – this feels like a performance car with genuine pedigree.
The short-throw gearshift is slick and precise, while the stubby gear lever simply encourages you change down pre-corner, blipping the throttle for maximum theatre. The driving position is pure sports car, while the steering is nicely weighted and surprisingly communicative. It all adds up to one of the sweetest handling front-wheel-drive cars ever made.
Reliability and running costs
The Corrado is a car you should buy based on condition and not mileage. A cherished VR6 engine is capable of covering big miles, but run a Corrado VR6 on a budget and it will show. The excellent online Corrado Forum is a good source of information and advice.
We’ve been averaging 27.0mpg – although the VR6 is so lazy, you could well see figures in the 30s on a longer trip. Conversely, spend too much time in second and third and you’ll struggle to break out of the high teens. As a modern classic, the Corrado can be covered by limited-mileage classic policies. Check with your insurance provider.
Could I drive it every day?
Times have changed. Fifteen years ago we’d have had no hesitation in recommending a Corrado VR6 for everyday use, but with parts in short supply and values on the up, we’d recommend a Corrado as a second car – ideal for Sunday morning blasts through the countryside.
Having said that, if you’re growing tired of the endless wave of four-cylinder turbocharged engines, the VR6 is a breath of fresh air. It’s a genuinely practical coupe, with a decent size boot and enough space for four adults. You can’t say that about all performance coupes.
How much should I pay?
The most valuable Corrado is the last-of-the-line Storm, which came in two colours, Classic Green or Mystic Blue, and featured a leather interior, 15-inch BBS Solitude alloy wheels and Storm badges. These cars tend to command a premium on the used car market.
We’d bank on paying upwards of £10,000 to secure a good Corrado VR6, although low mileage cars and Storm models will be twice that. Don’t rule out the cheaper and no less interesting G60, while the 16v and 8v models offer all the benefits of the coupe styling with lower running costs.
What should I look out for?
The Corrado Forum buying guide lists VR6 specific checks as the timing chain and puffs of blue smoke on start-up. A marbles-in-a-tin-can sound could be a sign that the timing chain needs replacing. It’s a big job and it’s worth doing the clutch at the same time.
Other points worthy of a mention include:
Damp carpets in the footwells – could be a sign that the heater matrix is on the way out or new inner door membranes are required
Check the ventilation control panel functions correctly – if not, it’s an expensive repair
Listen for any knocking sounds from the suspension
Check the chassis, under the bonnet, door sills and valances for signs of rust
Check for accident damage around inner wings and boot floors
Should I buy one?
To many, the VR6 is the ultimate Volkswagen Corrado – the engine the coupe was waiting for. There’s no denying it’s one of, if not the best performance coupe of the 1990s, a rare example of a car that was a classic in its own lifetime.
We’d hesitate to say that now is the time to buy one, because we’ve been lauding the Corrado as the next big thing for many years. But there’s been a noticeable surge in interest, along with a commensurate rise in prices.
Pub fact
The Corrado’s party piece is its rear spoiler, which automatically deploys at 45mph to improve downforce and directional stability.
Herbert Schafer, senior designer on the Corrado project, swore blind that it was “no go-faster gimmick”, but it adds a touch of kudos to an already cool coupe. Just make sure it still works before you buy one.
