Home Blog Page 43

Suzuki Jimny: the retro off roader you can still buy today

Suzuki Jimny

Suzuki JimnyThis is the antidote to the modern crossover craze. It’s the Suzuki Jimny, and it’s been on sale – largely unchanged – since 1998. There’s a ladder frame underneath, while power comes from a 1.3-litre petrol engine producing 85hp. A selectable 4×4 system means it’s one of the most capable off roaders on the market. And rumours suggest Suzuki could be axing it in the near future.

For one week, we had the pleasure of driving around in something of a curio: a 16-plate Jimny. Don’t let the late registration fool you. This is fully deserving of a place on the Retro MR homepage, even in high-spec (heh…) SZ4 guise. SZ4, incidentally, costs £1,784 more than the entry-level SZ3 and comes with modern luxuries such as 15-inch alloys, fake leather and tinted rear windows.

How does it drive?

Suzuki Jimny

It’s funny. Considering it’s diddy dimensions, you do sit surprisingly high up, looking out over its bonnet scoop and enjoying its open, unrestricted view (there’s no thick B(?) pillars here. It’s only when the road gets narrow or you want to reverse into a parking space that you realise how small it is.

Cruising down the motorway is an experience. The Jimny wanders around in its own lane – quite unnerving at first, but you soon learn the ways of Jimny. Essentially, it’s best to focus on a point in the distance and drive towards it, as a professional drifter would, rather than constantly make minor inputs in a bid to correct the wayward steering. Oh, and don’t bother exceeding around 60mph. It’ll do it (top speed is officially 87mph), but it’s not fun.

It’s better suited to rural roads. Even here, it’s not perfect – it bounces around, while the steering remains vague. Dare take a corner fast(ish) and it feels like it’s about to fall over. But there’s charm to be found in sitting high up, enjoying the views while simultaneously having to concentrate on staying on the road. It’s fun in a similar way to a Citroen 2CV.

Tell me about buying one

Suzuki Jimny

 A solid 19 years in production means there’s plenty of Jimnys around. We reckon spending between £4,000 and £6,000 on an example from around 2008/9 is the real sweet spot of secondhand Jimny buying – it’s old enough to have lost most of its value, but still above shed territory.

You want an example that’s had an easy life. Look out for signs that it’s been worked hard out in the country – scrapes to the sills, a towbar and mud-biased tyres are all giveaways. If you do find one that looks to have had an easy life in the town, it’s worth checking that the selectable 4×4 system works as it should, flicking from two- to four-wheel drive without a hitch.

Other common issues are issues that affect all Jimnys to a greater or lesser extent, so it’s a good idea to try a few before committing. Does it drive in a straight line without any wobble through the steering? Do the brakes perform as they should? Is the gearchange as slick as you could reasonably expect? Remember, all of these are relative…

Verdict

Suzuki Jimny

We’re sad that the Jimny will soon be no more. And that’s not because a good car is being relegated to the history books – In truth, an awful car is being relegated to the history books. If you subscribe to the Retro MR philosophy, though, you’ll understand that there’s more to a car than simply being good or bad. Yes, there are cars that’ll be more comfortable on the motorway, and most crossovers will be easier to drive around town. But the Suzuki Jimny is a plucky little car with heaps of character that has rightly attracted a loyal following.

Our money would go on the base-spec SZ3. Not only does the Jimny look cooler on steel wheels, but a TomTom sat-nav stuck on the windscreen will be more useable than the standard-fit infotainment system (the one in our test car had a penchant for crashing at the moments we needed it the most). If you’re after a crossover with a cosseting interior and a slick infotainment system, this isn’t it.

These dealers are now authorised to work on your retro Ferrari

These Ferrari dealers are now authorised to work on your classic car

These Ferrari dealers are now authorised to work on your classic car

If you’ve got a classic Ferrari, you’ll only want the best mechanics to work on it. Ferrari has awarded 48 of its dealers around the world ‘Officina’ status, meaning they’re authorised to implement Ferrari Classiche certification and maintain Ferraris over 20 years old.

Ferrari Classiche was established in 2006 and issues a certificate of authority to confirm cars have been maintained to the Maranello firm’s own high standards, and that the paperwork is all factually correct. Now, 48 dealers across 20 different countries worldwide have been granted Ferrari Classiche status – including nine in the UK.

Each Ferrari Classiche Officina will have a dedicated workshop ramp for older vehicles along with a suitably-qualified Ferrari Classiche Service Technician working exclusively on classic Ferraris.

This will ensure the maintenance of the car’s value through the Classiche Certification process, says Ferrari, while safeguarding the technical heritage of the brand.

The Ferrari Classiche Officina centres will have the full support of the Classiche head office, based at the Ferrari factory in Maranello, while any reconstruction of major parts of components will be carried out at the factory.

The following Ferrari dealers in the UK have been nominated as Ferrari Classiche Authorised Workshops:

  • Dick Lovett, Swindon
  • Graypaul, Nottingham
  • HR Owen, London
  • JCT600, Leeds
  • Joe Macari, Wandsworth
  • Lancaster, Colchester
  • Maranello Service, Egham
  • Meridien Modena, Lyndhurst
  • Stratstone, Manchester

>NEXT: Porsche now offers an official tracker for classic vehicles

Porsche now offers an official tracker for classic vehicles

Porsche 944

Porsche 944

Aftermarket trackers are a worthwhile modification for older vehicles. Not only do they offer extra peace of mind in case someone should ever steal your pride and joy, they can also reduce your insurance premium.

If you’ve got a classic Porsche, the manufacturer has just announced its new Porsche Classic Vehicle Tracking System. This is tailored for different models, from the 356 to Carrera GT, using sensors hidden within your vehicle to raise the alarm if it’s moved by anyone but the owner.

The system allows you to monitor your car using an app on your phone. This will notify you if the car’s battery is disconnected or if it detects that the car is being stolen. If the owner confirms when prompted that the car’s been stolen, the relevant authorities are then informed.

You’ll be able to track the position of the car using the app and you can even trigger an immobiliser, preventing the car from being restarted. The app will inform you of any updates from the authorities: ideal if you’re abroad and don’t speak the same language as the local police.

Other clever features include the ‘geofence’ function. This can define boundaries that the vehicle is not allowed to cross – ideal if you’re lending the car to someone else. If it does cross these boundaries, the app raises an alarm. A similar function can also set limits for the speed of the vehicle.

A ‘workshop’ mode deactivates the alarm when the battery is removed, while a ‘transport’ mode disables notifications when your classic Porsche is loaded onto a car trailer.

Prices are yet to be confirmed for the Porsche Classic Vehicle Tracking System, which can be installed at Porsche Centre across Europe from spring 2018.

>NEXT: Porsche Boxster S 986 review

Are these Britain’s best retro cars?

Are these Britain’s best classic cars?

Are these Britain’s best classic cars?

It’s a strange competition that sees a 1978 Morris Marina square up against a 1972 Porsche 914 and 1936 Chevrolet Half Ton Pick Up – yet, happily, that’s exactly what’s happening at this year’s NEC Classic Car Show.

The biannual Pride of Ownership competition is held at the Practical Classics Classic Car & Restoration Show in March and the NEC Classic Motor Show in November. The 20 finalists for this year’s NEC Classic Motor Show have been announced, with highlights including a former police Daimler Dart SP250 from 1961 and a 1979 Citroen CX 2400 GTi barn find.

A finalists will be displayed at the show, with visitors speaking to the owners and voting for their favourites over the weekend. The winner will be announced close to the end of the show on the Sunday afternoon.

The competition is held by Lancaster Insurance, with previous winners including a lovingly-restored 1989 Austin Metro City and a 1972 Triumph Spitfire. Any classic car made before 2000 can enter the competition, and those with an interesting story have the best chance of making the final.

“Year on year, the calibre of cars in the Pride of Ownership is always outstanding and it’s fantastic to once again see such a varied line-up on display. We can’t wait for the show and to see the beauties in all their glory,” said Lancaster Insurance’s senior operations manager, Andrew Evanson.

2017 Pride of Ownership: the shortlist

  • 1979 Citroen CX 2400 GTi, owned by Neil Osborn
  • 1961 Daimler Dart SP250, owned by Jonathan Smith
  • 1959 Ford Cortina Savage Mk2, owned by Rob Sargent
  • 1973 Ford Cortina 2.0 GT, owned by Mark Rogers
  • 1978 Morris Marina 1.8 Special Saloon, owned by Trevor & Brian Ford
  • 1965 K-code Mustang Fastback, owned by Gareth Jones
  • 1970 Dodge Charger, owned by Craig Marsden
  • 1936 Chevrolet Half Ton Pick Up, owned by Justin & Sally Ann Woolner
  • 1941 Willys Coupe, owned by Andy Crockett
  • 1972 Porsche 914, owned by Paul Hibbert
  • 1998 BMW E36 M3 Evolution, owned by Gerald McWhinnie
  • 1968 Sunbeam Stiletto, owned by Ian Thompson
  • 1959 MGA 1600 Mk1, owned by Dominic Taylor-Lane
  • 1959 Hillman Minx, owned by John Georgiou
  • 1983 Volkswagen Golf GTi Mk1, owned by Simon McNamara
  • 1985 Toyota Corolla GTi, owned by Mark and Paul Hart
  • 1989 Austin Mini Thirty, owned by Brenda Roberts
  • 1990 Fiat X1/9 Gran Finale, owned by Claire Lee
  • 1967 Fiat 500F, owned by Stefan Graichen
  • 1964 Jaguar E-Type Series 1 Coupe, owned by Ronald Parry

In pictures: the NEC Classic Motor Show Pride of Ownership 2017

>NEXT: 7 ways to save a classic car from the scrapper

Land Rover Discovery: meet the ancestors

Land Rover Discovery

Land Rover Discovery

 

The latest Land Rover Discovery is proving to be controversial. Its awkward styling and Range Rover levels of luxury aren’t winning over the purists, despite its class-leading off road ability. With heritage stretching back to 1989, the Disco 5 has a lot to live up to. We’ve been to Eastnor Castle in Herefordshire, Land Rover’s test playground for more than 50 years, to see how far the Discovery has come since its original launch 28 years ago.

Discovery 1

Land Rover Discovery

Competition from Japan in the 1980s meant Land Rover was losing customers to vehicles like the Isuzu Trooper and Mitsubishi Shogun. The Defender was too hardcore for the emerging lifestyle market, while the upmarket Range Rover was too expensive.

In September 1989, the three-door Discovery was launched, with a five-door model arriving the following year. With prices starting at a very reasonable £15,750, more than 20,000 were sold within its first year on sale. The Discovery was a success from the start.

The model I’m driving at Eastnor is a 1991 three-door Discovery, powered by the 200Tdi 2.5-litre turbodiesel engine. This was the only diesel powertrain on offer in the Discovery’s early days, while buyers could also opt for the (thirsty, yet not particularly thrilling) 3.5-litre Rover V8, which used SU carburettors to differentiate it from the Range Rover.

Before we even get to what it’s like to drive, we need to talk about inside the Discovery. Land Rover roped in Conran Design to work on the interior and, even today, it’s certainly distinctive. Buyers got a choice of two colours: sand or blue. We’re pleased to say the example here is finished in the former – a much less depressing hue than the dank, wishy-washy blue.

Land Rover Discovery

It’s more car-like than the Defender, yet still very ‘lifestyle’. There’s a built-in sunglasses holder and map pockets hanging from the roof. Big windows and slim pillars give you a good view of the road ahead.

As we meander through Eastnor’s deer park, there’s plenty of opportunity to enjoy the view. Swift it is not, taking more than 17 seconds to hit 60mph. Although it’s apparently capable of 92mph, we’re happy keeping the speed down as the steering gets more than a tad vague at anything above pootling speeds.

Taking a laid-back approach works well with the gearbox, too –finding the right gear isn’t something that can be done in a hurry. It’s all part of the charm of driving an older vehicle, but it’s hard to believe that this was seen as civilised and car-like back in 1989.

Discovery 2

Land Rover Discovery

Although the Discovery did receive quite a significant mid-life facelift in 1994 (including a redesigned diesel engine and toned-down interior), the next major change came in 1998. The second-generation Disco was launched under BMW’s watch and, although it looked very similar to the original, was heavily reworked.

Based on the same chassis as its predecessor, the second-generation Discovery was bigger, allowing for increased practicality. Quality was also much improved, with smaller panel gaps, while the interior was brought further up to date.

One of the biggest changes was the arrival of the five-cylinder turbodiesel engine, the TD5. The same powertrain as the Defender, in the Discovery it produced 136hp and would reach 60mph in 14.1 seconds.

Land Rover Discovery

But that isn’t the engine we’re testing at Eastnor. Nope, the Discovery 2 here is powered by a 3.9-litre Rover V8 producing 185hp and hitting 60mph in 10.5 seconds. The stats aren’t really what this car’s all about, however. Even after driving the 200Tdi, the V8 Disco 2 isn’t fast.

It does, however, sound fabulous. And, as you might have guessed from the pictures, this isn’t an ordinary Discovery.

Finished in Tangiers Orange paint, this example would have been used during one of the American stages of Land Rover’s first G4 Challenge. Held in 2003 and 2006, the G4 Challenge was a spiritual successor to the Camel Trophy and put participants (and vehicles) to the test in trials across the world. Modifications fitted to all Discoverys included a Safety Devices roof rack, Warn winch and roof lights, a Mantec sump guard and a raised air intake.

Discovery 3

Land Rover Discovery

Even after a facelift in 2002, the Discovery was feeling very old-fashioned by the end of its life in 2004. But the Discovery 3 represented the biggest change in the car’s history.

Built under Land Rover’s latest owner, Ford’s Premier Automotive Group, the Discovery 3 didn’t have a single part carried over from previous models. As before, it was available with five or seven seats, and a choice of petrol and diesel engines.

Despite being extremely heavy (2,500kg), a Jaguar V8 could propel the Disco 3 to 60mph in 8.0 seconds flat – but most buyers opted for the far more sensible PSA-sourced TDV6 diesel engine. That’s the model we’ve driven here, which hits 60mph in a more steady 12.2 seconds.

Or at least, it does on paper. Yes, this is another G4 model, equipped with all the associated gear – from winch to roof rack. You might have spotted that it’s wearing an ‘08’ plate, and we’ve already said the G4 Challenge only ran in 2003 and 2006.

Land Rover Discovery

That’s because there was meant to be a third G4 Challenge in 2009. It never happened, though, with Land Rover citing the economic downturn and having to prioritise new product launches as the reason for its cancellation. This Discovery is one of the few recce vehicles that were prepped for the event before it was axed.

After driving the older Discovery, the D3 is a revelation. It feels much more upmarket, with almost Range Rover levels of quality. That’s perhaps unsurprising, considering its £26,995 start price. The V8 started at £37,995.

All but the most basic models featured self-levelling air suspension, along with a host of clever features, from adaptive headlamps to hill-descent control. The electronics make it an incredibly competent (and flattering) off-roader. Diagrams on the infotainment screen show what each wheel is doing, while a ‘Terrain Response’ dial lets you flick between different off-road modes, from snow to sand.

Discovery 4

Land Rover Discovery

In appearance, the Discovery 4 appears to be little more than a facelifted Discovery 3. Gone is the black bumper trim (it was actually colour-coded as part of a mid-life facelift for the 3), while the front and rear lights are ever-so-slightly different.

Technical changes were more in-depth, however.

While the entry-level GS initially stuck with the 2.7-litre TDV6, it became a 3.0-litre in other models, offering the performance that the Discovery 3 turbodiesel always lacked. By the end of the Discovery 4’s life, the only engine was a 3.0-litre SDV6 producing 256hp.

That’s the engine we’re trying at Eastnor, and there’s no doubt that it’s surprisingly swift: hitting 60mph in 8.8 seconds.

Land Rover Discovery

Less impressive, however, is how dated the Discovery 4 feels. The infotainment system looks archaic – it’s difficult to believe this particular car is just a year or so old – and little has changed since the Discovery 3 was launched in 2004.

The feeling of invincibility – that you could go anywhere and the car’s systems would make sure you’re always safe no matter what conditions you face – won’t be lost over time, though. Combine that with rugged good looks and a practical interior and we’ve stumbled onto the Discovery’s winning formula, developed over four generations.

Inside the British Motor Museum’s £4m storage unit

Inside the British Motor Museum’s £4m storage unit

Inside the British Motor Museum’s £4m storage unit

The British Motor Museum at Gaydon has always been a ‘must-do’ day out for car enthusiasts in the UK. It was renamed in 2016 (formerly it was known as the Heritage Motor Centre), following an epic £1million refurbishment.

Alongside the refurb, a new building, called the Collection Centre, opened. This is where all the excess cars from the museum – more than 300 of them – are stored, with guided tours open to the public.

The Collections Centre

The Collections Centre is located next to the current museum. It was funded by a £1.4million lottery grant – as well as gifts from Jaguar Land Rover and the Garfield Weston Foundation.

Triumph Acclaim

The majority of the cars in the centre are British – with many being significant as the first or last examples of their breed. The Triumph Acclaim pictured here is the last to roll off the production line, while next to it is the first ever Rover 800.

Austin Allegro

This is the last ever Austin Allegro, built in 1982, next to one of the last ever MGBs.

Rover 100

As you may guess from the number plate, this is the last ever Rover 100. It’s signed by every member of staff who worked on it.

Austin Montego

You’ll never guess what’s significant about this Montego…

Austin Metro Notchback

Yes, that really is an Austin Metro saloon, affectionately known as the ‘Notchback’. It was axed fairly early in its development – and the relatively poor sales of the Vauxhall Nova saloon and Volkswagen Derby suggest British Leyland made the right move. For once.

Triplex 10/20 Glassback

This peculiar thing is based on an Austin Princess. Unveiled at the 1978 British Motor Show, it was a showcase for the new Triplex 10/20 toughened glass windscreen.

Triumph SD2

The Triumph SD2 was conceived as an upmarket replacement for the Dolomite, intended to complement the popular SD1. Unfortunately, in true British Leyland fashion, financial difficulties meant the SD2 never made it into production.

Triumph Dolomite Michelotti

What a handsome thing this is… this Triumph Dolomite is a one-off prototype fitted with an experimental Michelotti design body.

Morris Oxford MO

It’s not all peculiar British Leyland prototypes. This 1952 Morris Oxford MO is a particularly tidy example and appeared in an episode of Agatha Christie’s Marple.

Riley Elf

The Riley Elf, pictured here in the foreground, was launched in 1961 as a more luxurious, upmarket version of the Mini. It featured a traditional design and a larger boot, giving it more practicality.

Mini Cord

This 1992 Mini Cord was built in Venezuela with a plastic body. It was made for the South American market, using engines exported from the UK.

Mini Moke

In an attempt to rival Land Rover as a builder of lightweight military vehicles, British Motor Corporation penned the Mini Moke. It wasn’t a success, but was offered as an affordable civilian runaround. This example, along with around 10,000 others, was built in Portugal.

Vanden Plas Princess

As if this car didn’t have an identity crisis already – in a bid to take it upmarket, British Leyland marketed it simply as the Princess, following a short stint being offered as the Austin/Morris/Wolseley 18-22 series. It was meant to compete with the likes of the Ford Granada and Rover SD1 – but an even more upmarket Vanden Plas version, pictured here, never made it to market.

MGB GT

This is one of the last MGBs to be produced at British Leyland’s Abingdon factory, before it was closed down for good in 1980. It’s since been converted into flats.

Austin AR6

The Austin AR6 prototype was a design concept intended to replace the Metro. It was created under the lead of design chief Roy Axe, but later shelved by British Leyland for being ‘too futuristic’.

Metro MGF prototype

This might look like a pretty ropey Metro van – but what if we told you it was mid-engined and rear-wheel drive? The Metro houses the insides of the new-at-the-time MGF, and was used for testing without attracting unwanted attention from spy photographers.

Jaguar E-Type

Made in 1969, this Jaguar E-Type Roadster is one of the first Series Two models to be built at the firm’s Browns Lane plant in Coventry. If you like Jaguars, we’ve got plenty more to come…

Land Rovers

Of course, it wouldn’t be a true British car collection without a line-up of Land Rovers. Highlights here include this 1949 Series I Tickford station wagon.

Royal Land Rover

This 1953 Land Rover Series I, finished in Royal Claret, was the first royal Land Rover. It was used by the Queen for more than 20 years, and joined her on her six-month Commonwealth tour.

Land Rover Defender SVX concept

The Land Rover Defender SVX concept was first revealed at the 1999 Frankfurt Motor Show. It was the result of engineers being challenged with making the Defender as good off-road as possible – with bespoke wheels and tyres, and a sump guard replacing the front bumper.

First Land Rover Freelander

When the Freelander was first launched in 1997, some weren’t sure if it was the right direction for Land Rover. It was more car-like than anything Land Rover had produced before, and used an electronic hill-descent control system rather than a low-range gearbox. It went on to be a huge success, however, becoming Europe’s best-selling 4×4. This was the first one to be produced, signed by all the workers.

Workshop

With so many important vehicles on display, the Collections Centre has its own workshop to keep them in shape. Head of collections Tim Bryan told us: “We try to keep our cars well maintained. Obviously we don’t want to fully restore them as we like them to be fairly original.”

Jaguar Heritage Trust

When the Jaguar Heritage Trust lost its Browns Lane museum in Coventry, the Heritage Motor Centre agreed to store its collection. Some of it remains in the museum, but the rest of it now lives on the ground floor of the new Collections Centre.

Jaguar XJR9

There’s a wide variety of important Jaguars in the collection – from this Le Mans-winning XJR9 to the last XJ40 ever built.

Jaguar XK8

This might look like the Jaguar XK8 convertible used in the Austin Powers film Goldmember, but it’s actually a replica. It started off its life as a press car, before being repainted in Union Jack colours.

Race cars

It’s not just rare prototypes on display. These two race cars both have quite a story to tell – the V12 E-Type Series 3 on the left claiming no fewer than five victories in the Class B production car championship of the Sports Car Club of America, while the success of the 1983 XJ-S TWR racing car on the right encouraged the company to enter Le Mans.

Daimler 3½ litre Sportsman

Designed and made by Mulliner in Birmingham, the Daimler Sportsman was based on the second-generation Daimler Regency. It was powered by a ‘high-efficiency’ 3.5-litre engine.

James Bond Jaguar XKR

Of course, James Bond wouldn’t be James Bond without modified British cars. This XKR featured in Die Another Day and was driven by the villain rather than Bond himself. It featured a Gatling gun mounted centrally behind the seats, while further armaments included missiles fired through the front grille, rocket launchers in the doors and mortar bombs in the boot.

1933 SSl 16hp Tourer and 1938 SS Jaguar 100 2½ litre

The 1933 SSl 16hp Tourer pictured here on the left is one of just 13 known survivors – supplied new by Henlys of London. On the right is a 1938 SS Jaguar 100 2½ litre, one of the first cars to carry the Jaguar name.

Queen Mother’s Jaguar Mark VII M saloon

This 1955 Jaguar Mark VII M saloon, pictured on the left, was owned by the Queen’s Mother from new until 1973. During this time it was upgraded by Jaguar a number of times, and it was painted in a special metallic claret.

Jaguar E-Type S2

This 1969 Jaguar E-Type was one of just 776 open two-seaters with right-hand drive built between August 1968 and August 1970 – many more were built as left-hand drive. It was owned by an enthusiast from 1974, who then donated it to the Trust in 2001.

Jaguar XJ220 concept

We end with a corker of a car – the original Jaguar XJ220 concept. It was never intended to be a production car, instead showing off the firm’s abilities. It featured a mid-engined, all-wheel-drive layout, along with a V12 engine – capable, allegedly, of hitting 220mph. Demand was so high that a limited number were put into production, but using a V6 engine and rear-wheel-drive layout.

>NEXT: God would drive an Allegro VDP says Beta Band singer

7 ways to save a classic car from the scrapper

7 ways to save a classic car from the scrapper

7 ways to save a classic car from the scrapper

This is a plea to the casual classic car enthusiast. More than 1.5 million Austin Metros were built between 1980 and 1991. Now fewer than 500 survive on our roads.

It’s not just the humble Austin Metro that’s on the verge of extinction. Ford Cortinas, Morris Marinas and Vauxhall Chevettes are all in decline – and you could prevent any of these disappearing entirely.

As part of its new Save our Classics campaign, ClassicLine insurance has released a list of eight ways you could prevent an endangered car driving its last mile.

1: Buy one

7 ways to save a classic car from the scrapper

Yes, it might seem obvious. Not all of us are in a position to give an Austin Metro a good home. But if you can, you might find it a worthwhile exercise. For example, you can pick up a Morris Ital in excellent condition for around £5,000. That’s so much cheaper than more exotic classics – and it could be a sound investment. For just £1,000 you could pick up a Metro or Triumph Acclaim in reasonable condition. Imagine how good you’d feel, seeing it tucked up in your garage.

2: Join a club

7 ways to save a classic car from the scrapper

Whether you’ve bought an unloved classic or are just enthusiastic about their plight, there’s a club out there for everyone – from the Allegro Club International to the Sunbeam Talbot Alpine Register. It could get you a discount on insurance, too. Plus, you’ll get to attend some great events.

3: Store your car correctly

7 ways to save a classic car from the scrapper

An Austin Maestro that has survived this long doesn’t deserve to be left out in all elements. Classic cars can be fragile and hard work to maintain. They’ll be easier to live with if looked after properly – ideally stored in a dry barn, or a wood- or brick-built garage. If you haven’t got a barn or garage to hand, consider an inflatable plastic tent, using fans to keep air moving inside.

4: Use a specialist garage

7 ways to save a classic car from the scrapper

If you look, there are a surprising amount of specialist garages and part suppliers out there for all manner of cars. Support these – they’ll be able to provide expert advice on, say, the correct thermostat to fit to your Austin Maxi. And they’ll probably charge you considerably less than franchised companies.

5: Petition the Government

7 ways to save a classic car from the scrapper

The Government’s recent decision to introduce a rolling MOT test exemption for cars over 40 years old is proving to be controversial. It’s good to see the Government giving subjects like this some consideration, though. Whatever your views, if you feel strongly about anything related to road tax, MOTs or similar, petition the Government. Your local MP is a good way of doing this.

6: Petition the Government some more

7 ways to save a classic car from the scrapper

While it’s great to have a local mechanic who’s old enough to have been around when your car was new, ClassicLine warns that 43% of the 22,000 people working in the classic car industry are more than 45 years old. A large number of the workforce could be retiring in the near future – so enthusiasts need to petition the Government to promote the IMI Diploma in Classic Vehicle Restoration. Doing so could get more younger people interested in old cars, and give them the skills to keep them on the road.

7: Use it

7 ways to save a classic car from the scrapper

Cars like to be driven – and a vehicle that’s left in the garage for years will seize up, rubbers will harden and bodywork will corrode. Not only is regular use better for them, it’ll also help spread enthusiasm and promote the cause.

We reunite Ford Lotus Cortina TV star with its owner after 40 years

We reunite Ford Lotus Cortina TV star with its owner after 40 years

We reunite Ford Lotus Cortina TV star with its owner after 40 years

Some people remember names, others never forget a face. A select few of us even recall our online passwords. Rob Jones, however, has an uncanny memory for car number plates. Hey, we all need a party trick.

Rob knows the registration marks of every car he’s ever owned, from the MG Midget he bought after passing his test to the SEAT Leon Cupra he drives today. And one of those remembered registrations – FGF 113C – led to an emotional reunion with the car he owned 40 years ago.

Like many great love stories, our tale begins on a sofa in front of the telly. The show was ‘Car SOS’, and presenters Fuzz Townshend and Tim Shaw were battling to restore a Mk1 Ford Cortina GT from little more than a bare shell.

Made in Dagenham

We reunite Ford Lotus Cortina TV star with its owner after 40 years

Seeking inspiration, the team visited Ford’s heritage workshop in Dagenham. Their mission: to drive the GT’s big brother – the legendary Lotus Cortina. Rob nearly fell off his sofa. This immaculate white-and-green classic, hailed by Tim as “a sensation of the era”, wore the same number plate as a Lotus Cortina he’d bought in 1976.

“It had to be the same car,” explains Rob, “but I searched through my old photos to be sure.” The Polaroid print he found proved it beyond doubt. There was Rob, in glorious faded sepia, wearing a pair of turned-up flares and leaning on a Lotus Cortina, registration: FGF 113C.

The Ford heritage workshop is usually off-limits to the public, so Rob contacted Motoring Research – having seen our gallery feature on the Dagenham collection. A few excited emails later, Rob had a date in Dagenham. Even better, it was on his birthday.

From road to racetrack

We reunite Ford Lotus Cortina TV star with its owner after 40 years

Before our heart-warming ‘boy meets car’ moment, a few words on the Lotus Cortina. This skunkworks special was launched in 1963 and is arguably the first fast Ford. It packs a 106hp 1.6-litre Lotus engine and close-ratio Ford gearbox, clothed in lightweight alloy panels.

Tipping the scales at just 826kg, the Lotus Cortina reached 60mph in 9.9 seconds, plus a top speed of 108mph. It was an instant hit on the racetrack, with Jim Clark winning the British Saloon Car title in 1964, then Alan Mann Racing clinching the European title in 1965.

A total of 3,301 Mk1 Lotus Cortinas were built before the squarer Mk2 arrived in 1967. By this point, well-publicised reliability problems and the launch of the Escort Twin Cam meant the Cortina’s star was fading. But it has gone supernova since, with prices for concours examples stretching well into six figures.

Show some appreciation

We reunite Ford Lotus Cortina TV star with its owner after 40 years

Rob negotiated a rather better deal. “I paid £370 for my Cortina,” he laughs, “then sold it for £500 eight months later. I didn’t own it long as I kept having problems with the starter motor. The ring gears would slip or jam – I ended up replacing them about once a month.”

There are no such issues when, four decades on, Rob twists the key of his old car. The twin-cam engine bursts raucously into life, its throaty bark reverberating off the walls of Ford’s workshop – a huge warehouse that used to be a truck factory. Rob’s smile says it all.

“This brings it all back,” he beams. “I was a Lotus fanatic, but I couldn’t afford an Elan – so this was my dream car at the time. It’s been lowered a couple of inches since I owned it, but otherwise nothing much has changed.”

For the custodians of Ford’s heritage fleet, Rob’s visit provides a valuable chance to fill in the blanks about this Cortina’s history. “We don’t know much about the car before it came to us,” they admit.

A Christmas crash

We reunite Ford Lotus Cortina TV star with its owner after 40 years

One story in particular raises a few eyebrows. “Yeah, I crashed it,” admits Rob. “I’d just finished my Christmas shopping. I pulled out of a pub car park in Newbury [sober, he adds] and got sideswiped by an Austin 1100. It ploughed into the nearside wing and I ended up paying a £25 fine as it was his right of way.”

On the rain-drenched roads of Dagenham, Rob is being extra-careful: “I didn’t want to push it in the wet. I’m very conscious the car is worth a few quid more than when I owned it.”

It’s clear Rob loves being back behind the skinny wooden wheel, though. “It’s just lovely. I remember that twin-cam sound – and the smell. But the steering is so heavy compared to a modern car. You need muscles like Arnold Schwarzenegger to do a three-point turn.”

A great motoring memory

We reunite Ford Lotus Cortina TV star with its owner after 40 years

Rob has owned many cars over the past 40 years, including several self-built Ginetta sports cars, but the Cortina is the one he wishes he’d kept. “Just being back behind the wheel felt special. I’d have another, definitely. I just need to discover one in a barn.”

Seeing Rob reunited with his Lotus Cortina reaffirmed our belief that cars are more than mere transport. They bookend periods in our lives, our memories of past journeys and destinations inexorably linked to the vehicles we travelled in.

For Rob, driving the car he owned in 1976 is the closest he’ll get to time travel. And unlike his flares, the Lotus Cortina hasn’t aged a day.

MR archive: Jaguar XJ6 X350 review

Jaguar XJ6

From the archives: Jaguar XJ6 X350 review

The last of the old-school looking Jaguars, the X350 is already a classic in our eyes – despite the latest ones being just 10-years-old. Said to be 40 percent lighter than its predecessor, yet 60 percent stiffer, the X350 uses an all-aluminium monocoque body rather than a traditional steel construction.

Find a good one and it’ll feel special to drive – we’d favour a petrol over an unreliable diesel, and the entry-level 3.0-litre XJ6 offers exceptional value for money on the used market today.

This review on the Jaguar XJ6 X350 was first published on MotoringResearch.com in 2003.

 

Model: Jaguar XJ6
Bodystyle: 4dr saloon
Engine: 3.0–litre V6
Fuel: Petrol
Transmission: 5–speed automatic
Date of Test: May 2003
By: Peter Burgess

What is it?

The XJ6 is the longest–running Jaguar of all, the top for the range and a British icon still. The fourth incarnation was launched in 2003 with looks that harp back to earlier models – indeed, it is difficult for the untrained eye to notice any difference to the model which was introduced in 1994. But it is very different indeed, not least because this car is built from aluminium rather than steel. That cuts the weight dramatically, helping economy, emissions and performance. This new car is also an opportunity for Jaguar to answer the criticisms around space for rear passengers and their luggage.

Where does it fit?

Competition for the Jaguar comes mainly from the German manufacturers, though the Lexus LS430 is also a contender. The Audi A8, BMW 7 Series and Mercedes S–Class are all well respected in the luxury saloon segment, with the Audi and BMW also recent models like the Jaguar. The Jaguar offers as broad a range of petrol engines as any of these, starting with a 3.0–litre V6, followed by three V8s of 3.5 litre, 4.2, and 4.2 supercharged. Unlike the German competition, however, Jaguar has yet to offer a diesel engine, and this is a weakness where demand is growing rapidly. On the merit side the Jaguar offers better value – prices start at under £40,000, a good 10 per cent less than rivals.

Is it for you?

A Jaguar has an enduring appeal to those who look for a car with a sense of timeless British quality. Wood and leather is the backbone for this, but so too is a clubby feel to the interior. This is not a soul–less German machine that works with clinical efficiency, but a warm and friendly environment that is relaxing and comfortable. Not that the technical competence of Audi, BMW and Mercedes has been ignored. With the power of Ford behind the brand, Jaguar can offer the desirable technology while avoiding the obtuse. Jaguars has also always been about performance, and there are no disappointments here either.

What does it do well?

The interior is particularly inviting. The blend of well–shaped leather seats and a traditional Jaguar dashboard is relaxing and comfortable. The seats adjust in so many ways that it seems unlikely that anyone would fail to find the right driving position. The XJ6 is quiet when cruising yet you get a bit of the sports car if you rev it – the engine has a subdued howl when you floor the throttle. And, even with the smallest engine in the range, it goes amazing well. The light weight of the car has a lot to do with that, but the sensitive five–speed automatic transmission is perfectly matched.

What doesn’t it do well?

There are still some space issues here. This new XJ, with its taller roofline, has a noticeable improvement in rear legroom and it’s now fine without being exceptional. The trouble is, Jaguar shoves so many boxes of electronics under the front seats that there’s no room for rear passengers’ feet, which cuts back on comfort. The front seats grip you well enough but as you move sideways during cornering, so does the backrest slightly, which is rather disconcerting. Finally, many manufacturers now offer full manual control of the automatic gearbox if you feel like get more involved with your driving. Jaguar’s “J–Gate” is a poor second best.

What’s it like to live with?

This latest Jaguar XJ is the easiest to live with yet. Access to all seats is easy, the seat position all–round is higher and the visibility is improved. Standard equipment levels on the entry–level XJ6 are such that most will opt for the Sport or SE, both of which cost another £3,000. The bias is either towards a sporty drive, with firmer suspension and dubious “black” wood on the fascia, or more luxury. Both ride well and provide the level of luxury you’d expect. Certainly the appeal is very different to its obvious rivals, which is no bad thing. It’s even reasonably economical to run; we averaged 23mpg on the 3.0–litre. Of course, without a diesel company car drivers are going to be hit hard on any model.

Would we buy it?

This is a tough, declining market sector, which is highly dependent upon swings in the world economic climate. Upstart Lexus has found that to its cost, with sales plummeting in Europe after a great start. The big advantage that this Jaguar offers over and above the Audi A8, BMW 7 Series and Mercedes–Benz S–Class is a sense of individuality. This is a car stands apart from the competition yet in most ways is their equal. While the Germans are caught in a technological spiral of ever–outdoing each other, the British car gets on with the job of looking after the driver and passenger is a rather charming way. That’s enough for me.

Meet the Instagrammers who love rubbish cars

Instagrammers who love rubbish car

Instagrammers who love rubbish car

Some chase Pokemon, others hunt down rare and exotic supercars. There’s a thrill in ‘capturing’ something hard to get – and in this social media age, there seems to be a treasure hunt craze to suit all tastes. Including those who love awful cars.

Data obtained from the DVLA by Motoring Research shows that a number of popular 80s and 90s cars are facing extinction, with fewer than 100 examples of some models left on UK roads. There are just 91 Vauxhall Belmonts still registered, for example, while rust has reduced the number of Citroen Visas left to just 31.

By comparison, Aston Martin registers around 1,000 cars in the UK every year – meaning you’re much more likely to see a DB9 than an Austin Metro.

16-year-old William Bray has been snapping unusual cars since he was 12. A lot of the cars he takes photos of are older than him, and he can’t remember them ever being commonplace.

“Everyone takes photos of supercars and I want to be different,” he explains. “Many retro cars are now rarer than supercars so finding a Mk1 Fiesta is much harder than seeing a Porsche.”

Bray posts the pictures he takes on his Instagram account, @peugeot304, where more than 5,000 loyal fans follow his posts. Flicking through reveals a wonderfully perverse attraction towards the mundane: from a battered, grey 1991 Ford Sierra Sapphire (itself worth 167 Instagram ‘likes’), to a Skoda Favorit parked in a supermarket car park.

His enthusiasm for the underappreciated is huge. “I did see a Bedford Chevanne at Burger King in Bognor Regis,” he boasts, before adding excitedly: “I genuinely couldn’t believe my eyes!”

This desire to snap vehicles that most would consider to be scrapyard fodder does extend beyond simply stumbling across cars in car parks.

His bemused parents have had to turn around on a number of occasions so he can get a second look at cars including a Bedford Astramax as well as a Morris Marina Coupe.

Instagrammers who love rubbish car

He even made them drive around a housing estate hunting out a Mk1 Vauxhall Astra estate he’d been tipped off about… “I did manage to find it in the end,” he quips.

Bray isn’t alone in this unusual hobby. 34-year-old Paul Renowden is from Cornwall, and a browse of his Instagram account (aptly titled @cornishcarspots) reveals a love of Rover Metros, Ford Probes, and even relatively modern Fiat Puntos.

As a serial car buyer who counts a Triumph Acclaim Triomatic parked next to an Austin Allegro estate as his best spot, Renowden’s interest comes from the fact that these cars are actually within reach. “As a teenager, all i wanted was a Ferrari 288 GTO,” he explains. “But now I get weak at the knees at the prospect of owning another Fiat Uno and I have an unexplainable urge to buy a Metro.”

So what turned him off supercars and onto, well, rubbish cars? He describes modern performance cars as “motorised PlayStations”.

“If you parked a Fiat Strada 65 CL next to a Ferrari 360 Challenge Stradale, I’d be swooning over the Strada,” he jests. And, with 36 Fiat Stradas registered on UK roads, who could blame him?

Like Bray, Renowden’s interest has gone further than simply snapping a quick picture of a car spotted out and about. He tells me of the time he once chased a Fiat Tipo for quite a distance, losing it and finding it again in the process, before it pulled into a supermarket car park to be ‘captured’.

“My Dad had a Tipo, and that got me into cars, and I had one many years later.

“I followed it, lost it, found it again, followed it and it eventually pulled up. I spoke to the owner for ages and nearly forgot to take a picture!”

Not everyone will get so excited about a Fiat Tipo. But numbers of cars like this are in decline, and we’re already at a time when you’re unlikely to see an old Austin Metro anywhere but a classic car show. Some won’t mourn the passing of everyday cars of yesteryear – but next time you’re stuck in traffic behind something a bit obscure, bear these ‘chod-botherers’ in mind.

1...424344Page 43 of 44

News

Ultra-rare MG XPower SV-R supercar is up for sale

One of only 42 examples built, this V8-engined MG XPower SV-R is a true piece of British motoring history – and you could own it.

Race and rally Ford icons head to auction this month

The Iconic Auctioneers NEC Classic sale features an array of legendary Ford performance cars, including a Sierra RS500 and a road-spec RS200.

Classic Jaguar bought by Madonna heads to auction

Pop icon Madonna has been photographed at the wheel of this Jaguar Mark X, which she purchased for her son, Rocco, to use in London.

Features

The history of Cupra performance cars

After years of Seat hot hatches, Cupra has become a standalone car marque, with a focus on sporty performance and style. We tell its story so far.

The 20 greatest fast Fords

From the Sierra RS Cosworth to the Fiesta ST, everybody loves a fast Ford. We pick our 20 all-time favourites.

The cars that doomed the company

From the MG XPower SV-R to the Pontiac Aztek, we list 15 cars that played a part in the catastrophic downfall of their makers

Reviews

1997 Vauxhall Omega V6 review: Retro Road Test

Has the Vauxhall Omega 3.0-litre V6 stood the test of time? We reckon it's the equal of a BMW from the same era – if you can find a good one.

1983 Audi Quattro review: Retro Road Test

Fire up the Quattro! We drive the car that transformed Audi's image – and dominated world rallying thanks to four-wheel drive.

2004 Renault Clio V6 review: Retro Road Test

Like a project from a modified car magazine, the Renault Clio featured a mid-mounted 3.0-litre engine instead of rear seats. We drive one.