CLASH OF THE CLASSICS: MGB VS MG MIDGET

You’ve already made that first big choice – the classic you’ll be enjoying in 2016 will be a ragtop MG. The MGB is Britain’s best selling sports car – but should you pluck for its smaller, sportier sibling instead?

 

STYLE AND INTERIOR

The main question is – are you sitting comfortably? The Midget’s petite proportions mean you’ll have to squeeze into a tight cabin. For most people the slim footwells, titchy windscreen and rather barren dashboard will do just fine for weekend blasts – but if you’re of Johnny Vegas proportions and you like to take a fortnight’s worth of clobber with you then you’re better looking elsewhere.

The ‘B is much more civilized, with plenty of legroom, a proper glovebox, centre console and a decently-sized boot behind two plush vinyl-trimmed seats. It’s even better if you plump for the GT version – the tiny rear seats aren’t up to much but you get plenty of room behind the nifty hatchback, and more headroom on account of the taller windscreen. It’s also as a general rule of thumb cheaper to buy than the roadster, but what you lose in al fresco fun you make up with elegant coupé proportions and comfort.

It’s also worth noting that both the MGB and Midget were given rubber bumpers and revised interiors towards the end of their lives – and while they tend to fetch less, don’t dismiss them because they’re still good fun. Plenty of cars – including the MGB pictured here – have also been converted from rubber to chrome. While there’s nothing wrong with doing so beware converted cars being hawked around at a premium.

 

POWER AND HANDLING

To put it crudely, the ‘B has plenty of the former and the Midget shedloads of the latter – so make sure you’ve enjoyed both before taking the plunge.

The Midget’s all about immediate cornering and grin-inducing dynamics – both the A-Series versions and the later Triumph-engined 1500 version have plenty of pace but the bumpy ride, short wheelbase and the lack of the ‘B’s top-end oomph make them thrashy companions on longer runs (especially on motorways – Midgets were definitely born for the B-roads).

The MGB – particularly one fitted with an overdrive system – will happily sit on faster roads and chew through the miles, and the softer suspension is a lot more forgiving on long journeys. The tradeoff is not having the Midget’s fun factor on tighter roads – it’s good fun, but push too hard and you’ll be treated to a mild helping of understeer.

 

LIVING WITH THEM

Call it an easy victory for both – because there are few classics that are better supported in terms of specialists and parts than these two. Just about every bit imaginable for the ‘B and Midget, right up to brand new bodyshells, can be ordered over the internet or picked up at autojumbles. In fact, if you’re thinking of giving one a little TLC then we’d definitely recommend a visit to the International MG and Triumph Spares Day on 21 February, 2016.

They’re also backed up by two of Britain’s classic clubs – the MG Owners’ Club  and the MG Car Club, both of which have plenty in the way of expert advice and club events to help you get the best out of your MG.

 

THE VERDICT

Well, the MG wins obviously! Both are plentiful and cheap to buy, the abundant parts and club backing make ownership a no-brainer and they’ll be welcomed with open arms at virtually every classic meet up and down the land (including, if you buy a pre-1976 model, the Over The Road section of next year’s Goodwood Revival).

The Midget is by far the more fun to drive on the right road – but we reckon the ‘B is the better all-rounder because it’s lovely to drive and more enjoyable on those longer classic outings where – perish the thought – sensible things like boot space and comfort come into play.

Which is why, we suspect, the more expensive of the two to buy new was the bigger seller.

Musing over the Midget? Here’s a previously restored 1968 car we’ve found for less than £6k.

 Thinking of buying an MGB? Here’s a 1979 roadster that’s up for £6.5k.

TOP 5: INSURANCE BEATING CLASSICS FOR YOUNG DRIVERS

As far as insurance goes, young drivers are often bullied into submission by large conglomerates hell bent on haunting TV jingles, unaware of how to treat classic cars. Here are five classics that are easy to insure, without stripping away the fun aspect.

Can you get cheap classic car insurance as a young driver?

Can you get cheap classic car insurance as a young driver?

The days where car adverts screamed about power and top speed are gone - in contemporary society it’s all about fuel economy and insurance. These aspects are about as exciting as the Düsseldorf train schedule - leaving adrenaline-seeking youngsters turning to older vehicles for inspiration and excitement.

The only problem, bar some safety aspects for those used to crumple zones and airbags, is insurance. All is not lost though, you can easily source a classic that can trounce the insurance companies at their own game, alongside being run on a shoestring. 

Classic Car insurance is the way to go with the five cars in our list, especially if the mileage racked up every year isn’t too high. 
 

5. Mini

Thanks to the basic concept on which the Mini was conceived - being frugal no matter which engine is toiling away under the bonnet - the classic Mini makes for ideal cost effective motoring. The only hurdle is insurance - but the Mini fanbase has an ace up its sleeve. 

Besides excellent parts availability and owners' clubs rife with knowledge, the swathes of dedicated aficionados allow for specialist insurance companies to support Mini drivers with fair rates - instead of the inflation busting figure that leaves Sesame Street characters diving for the nearest hedgerow.    

It might not be overly fast, but for cheap motoring to slap a smile on your face, nothing comes close.

4. Morris Minor

You can still purchase a good Morris Minor for less than an hour with Vivian Ward, and - just like the Mini - parts availability and fuel economy put other cars to shame. Practical, surprisingly nippy and wearing a loveable puppydog face, these aspects aren’t even the best part of Morris Minor ownership. 

Cheap insurance is a huge benefit Minor drivers enjoy, thanks to simple and easy repairs, huge numbers still being on the road and the lack of hooligan-esque speed averting most tricky situations. 

And the best part? It’s so much more fun than any modern Fiesta - and cheaper to insure on a Classic Car policy, too.

3.  Ford Fiesta MkI

Available in Blighty from 1977 offering 957cc to 1567cc (with the XR2), small engine sizes now make perfect sense - as insurance companies are more likely to offer sensible prices over gargantuan power units. It's also beneficial at the pumps.  

Although becoming increasingly rare, Mk 1 Ford Fiestas are often cheap to buy - with running costs to match.

2. Renault 5 Mk 1 

Once a common sight on UK Tarmac, the Renault 5 is now harder to find than the sense of humour throughout a Lars Von Trier film. Succumbing to the adverse tribulations of Mother Nature and Father Time amid lairy antics from a generation gifted a Renault 5 as a first car, only 5000 are still know to exist from a production run of over 5 million.  

Yet, despite improvements to continue trend-setting styling and reliable mechanics, it’s the first incarnation of the plucky Renault 5 that you want. Besides sipping fuel to save the pennies and offering bucket loads of charm, lower capacity engines from the Mk1 allow cheap insurance costs - unlike the bonkers Turbo model.

1.  Volkswagen Golf Mk1 

When it comes to family cars, the Volkswagen Golf leads the pack. When the Mk1 was first on the scene the story was much the same - it was well built, it was reliable and it was as economical to run as the day was long.  

The massive circle of enthusiasts will stop at nothing to keep their Volkswagens going, meaning that the peppering of specialists up and down the country won’t see you stuck - parts and advice are quick and easy to find, and not overly expensive either. 

The biggest advantage of owning a Mk1 Golf? Unlike so many other classic cars, it’ll stand up to everyday use without fuss. If feeling slightly more adventurous, how about a GTi? 

TOP 10 FUTURE ICONS

You can buy these fantastic cars for a fraction of what they cost new. They're great to drive and an excellent investment for the future...

Top 10 future icons

Top 10 future icons

The years go by and what once seemed normal and everyday recedes into the rear view mirror. Case in point: did you realise the Jaguar XK8 is nearly 20 years old? Or that the Renault Sport Clio 182 Trophy was launched nearly a decade ago?

An entire tranche of brilliant enthusiast cars are currently in a transition phase from post-modern metal to classic car status. That means now's the time to pick up a bargain before everyone else cottons on.

We have something to suit all tastes here, from the transcontinental classiness of a big Jaguar GT to the fizzy hooliganism oflightweight French hot hatch. There are cars here ideal for track days, and others perfect for a cruise on a warm summer's evening. All of them, however, are the kind of cars you'll love to see when you open your garage door. The pleasure these cars provide is far beyond their current financial value. These cars are investments that demand to be driven, and once you start you really won't want to stop.

 

1. BMW M5 (2005-2010)

Arriving at the peak of V10 engine development in F1, no one could quite believe that BMW's M department had put a high-revving, naturally aspirated V10 engine under the bonnet of a 5-Series. Then we heard it for the first time and there could be no doubt: the wail from the quad tailpipes was unmistakeable, and a legend was born. Think 500bhp, an 800rpm redline, a seven-speed semi-automatic gearbox and an optional HUD that looks more like a gunsight in M mode and you're there.

Why you want one

For the sheer decadence of having a V10 engine in a saloon. It matters not that the current M5 is a bit faster, because it only has a 'sensible' twin-turbo V8. From the very moment you touch the throttle and hear the intake roar, the E60 will have you hooked.

 

2. Mercedes-Benz SL500 (1989-2001)

When the R129 replaced the long-running R107 in 1989, it was one of the most advanced and forward-thinking cars money could buy. And it was successful, too, so there is no shortage of examples to buy and many have led easy lives in heated garages. A six-cylinder model is available and is very capable, but it's the V8 that has the proper X-factor you'll want from a hero car.

Why you want one 

It's too easy to view the SL500 as the safe option - a stately, mature choice. But from the moment the big V8 gently whooshes into life it wins you over. Your heart rate drops and all seems well with the world - it should be prescribed by the NHS as a stress-buster. It has a surprising turn of speed, while its build integrity is something to behold.

 

3. Porsche Boxster S (1999-2004)

The Boxster was the car that saved Porsche as a company. After disastrous sales in the early 1990s, the ship was steadied by the sales success of the air-cooled 993, but the all-new Boxster - developed alongside the revolutionary water-cooled 996 - was vital if the company was to grow into the 21st Century. Buyers couldn't get enough of them - by 1999, a significantly more powerful 'S' model joined the Boxster range, with larger brakes and a six-speed gearbox.

Why you want one

If the Boxster has a problem, it's that it's too good. No other car does so much so well and so effortlessly. On a good road, it's sublime, and when you just want to get home it can do that too, perfectly. It's the quintessential modern sports car and a conspicuous bargain.

 

4. Ford Focus RS (2002-2003)

The automotive world has never been the same since Ford released the first Focus RS. It was a pivotal car in the timeline of hot hatch evolution: the first car to really gel together the recipe of 200bhp+, 2.0-litre turbo power, exotic suspension, a limited slip differential and extraordinary road and circuit performance in the modern era.

Why you want one

The steering wheel will tug this way and that over rough surfaces, and the ride is also firm, but the rush of boost is addictive. The car feels as if it's being dragged into the apex, rather than ever contemplating understeer. The Focus RS remains brilliant and we love it!

 

5. Renault Sport Clio 182 Trophy (2004 only)

The 182 Trophy is the ultimate traditional hot hatch, almost certainly the last of the breed. This was the generation of Clio that took over the mantle of true hot hatch from Peugeot, and as PSA's star waned, so the hardy band of enthusiasts at RenaultSport took on the challenge. All Clios are collectible, but the Trophy is the pinnacle - a final hurrah. Sachs dampers, Recaro seats, extra-light Speedline wheels and a global production run of just 550 - but it's the Trophy-only upgrade pack that make a great car even more special.

Why you want one

There's nothing like a Trophy. Those Sachs dampers give the car spectacular poise, as if it's hardwired to your body. No other car on sale today is so much fun, let alone a 10-year-old one, for this money. It really is the greatest quick Renault of old. That £7000 top valuation looks really low for a car of such talent.

 

6. Jaguar XK8 (1996-2006)

The XK8 dragged Jaguar into the modern era, even if it owed much to the XJS under its skin. But what a skin! Its curvaceous, fuselage-like form harked back to the E-type in a way that had chequebooks quivering around the world. Excitement was piled on two years after launch with the arrival of the supercharged XKR. Bulletproof reliability joined the party when the 4.0-litre was replaced by a reworked 4.2. The rest, as they say, is history.

Why you want one

XKs get under your skin. One of the more focused drivers' cars here, from the moment you climb into its snug cockpit, the XK8 wins you over. It's brilliantly usable, comfy and still handsome. It can also be hustled with verve - any car able to top 150mph deserves respect.

 

7. Volkswagen Corrado VR6 (1992-1995)

Volkswagen's innovative narrow-angle V6 engine added a touch of exotica to its sporting cars in the early 1990s. The pretty Corrado really benefited from this smooth and torque-laden power unit, realising the true potential of the Corrado's Golf MkII-based chassis. The car was a huge success, acquiring a form of 'it' status as a must-have. But many were driven too hard, so consequently they're a rare sight today. Nearly everyone has fond memory of a VR6 - a great reason alone to invest.

Why you want one

On paper, the idea of a Golf MkII-based coupe with a large V6 engine up front doesn't sound that promising. Then you get behind the wheel and the VR6 rapidly wins you over. The engine is a gem, both smooth and powerful, the handling is even better and the whole car is just so usable. It loves to rev, but soaks up the miles, and there's even decent room inside. It's already a hero car, so expect values to rise and rise.

 

8. Alfa Romeo 156 GTA (2001-2007)

The ultimate 156, the GTA was the pinnacle of Alfa's heartbreaking rollercoaster existence. In some senses, it was the car that had it all: an engine that nearly looks as good under the bonnet as the noise it makes, dashingly handsome styling, that badge and the Alfa heritage. It was hamstrung by a heavy engine over the nose in a FWD platform, meaning unbalanced handling if you're a hamfisted driver.

Why you want one

The 156 GTA will never be one of the great sports saloons, but in some ways its the suprise of our not so little gathering. It's like a big, hairy dog that slobbers on the furniture and chews your shoes. There are times when you'll curse the naughty old beast, but you'll adore it all the same and wouldn't be without it.

 

9. Citroen Saxo VTS (1997-2003)

The Saxo VTS was a great sales success for Citroen: a desirable hot hatch cast from the same mould as the Peugeot 205GTI. Most sporting ones sold in the UK were the eight-valve VTR, mainly because it was the insurable one at the time. The other reason was that the lower-powered VTR looked exactly the same as the full-fat 16-valve VTS. While the 'S' was the car everyone wanted, it has remained tantalisingly out of reach until relatively recently.

Why you want one

It will take effort to find a good VTS, as well as expenditure to rediscover the car's full potential. This will be well spent, because a good VTS is a terrier of a car, positively straining at the leash fromt he moment you wake it. It reaffirms that driving is all about involvement and passion.

 

10. Nissan Skyline GT-R (1999-2002)

The last of the Skyline-based, straight-six engined 'real' GT-Rs, the R34 is a PlayStation hero car and a blindingly obvious investment opportunity. Just think of all those youngsters who tuned their virtual GT-R up to 900bhp and then flung it around a digital Suzuka in Gran Turismpo back in the day. Guess what? They might want to buy a real one now. But the GT-R is more desirable in the eyes of those who appreciate its ability to defy physics.

Why you want one

The GT-R is a big, high-tech muscle car. Its imposing presence commands all around it. Inside, the driver is bombarded with technical information. The straight-six makes a unique noise, and the whole car couldn't be further from the PlayStation experience its detractors label it with. This car is amazing and 500bhp sounds oh-so tempting.

 

Originally featured in Issue 001 of Modern Classics magazine, pick up a copy by emailing Leise Enright at leise.enright@bauermedia.co.uk 

CLASH OF THE CLASSICS - JAGUAR XJS VS TRIUMPH STAG

Although the Jaguar XJ-S and the Triumph Stag offered different engines and wholly different driving experiences, they did share one thing - the customer. So, which one should John Steed or the Du Pont family have purchased back in the decade of glam rock and Roger Moore’s Bond?

 

Between the years of 1975 and 1978, two British Leyland creations waged war for the attention of middle class buyers.  Arriving in 1970 was the Triumph Stag, offering looks and an exhaust note to die for, while five years later the Jaguar XJ-S landed on UK tarmac gifting fresh looks and V12 power. 

This left Mr Fotherington-Carstairs with a dilemma. Triumph V8 or Jaguar V12? In a time crippled with oil and energy supply problems this would seem like sheer madness, but people akin to Mr Fotherington-Carstairs remained unfazed due to personal fortunes amassed from flared jeans, spacehopper and maxi skirt sales.  

So, which one should Mr Money-For-Toilet-Roll or Lady Barbour-Caviar-Smyth have spent their money on? Time to find out…

 

The Looks

Both of these BL vehicles are stunning to look at. Large periods of time can be spent simply gazing at the crisp lines and robust stance on offer. The front-end styling of the Stag captures your attention and drains you of your reservations about the square rear end - with lashings of chrome finishing off a well-balanced appearance where nothing appears out of order. The proportions are perfect and were well received upon launch, something that cannot be said for the gargantuan XJ-S. 

Launched to a sigh of disbelief from Jaguar purists and the general world after spending so much time in the glory of the preceding E-type, the XJ-S took several years to mature. It’s understandable as to why the awaiting public took so badly to the XJ-S - the rubber bumpers didn’t appear to fit and the shape was unlike anything else before. Yet, today the Jaguar moons with its beauty - those flying buttresses add elegance and the styling appears timeless. There is not one bit of the XJ-S that we would change. 

The winner of the beauty contest? Both look good outside The Savoy, both emerge from traffic with grace and each leave their mark in such a way that you can’t help longing after them in a flurry of desirability. Asking us to choose is like picking between Tizer and Cresta. However, for us, the Triumph Stag takes the bell-bottomed trophy.  It’s frothy, man. 

  

The Power

This is where the Jag pounces to vol-au-vent filled glory.  Capable of surpassing the 150mph mark and top 60mph from a standstill in 7 seconds - propelled by 285bhp - this was seriously quick for its day and still canes younger whippersnappers on modern roads. The Stag isn’t exactly slow, with a 0-60mph sprint completed in 9 seconds and a top speed of 120mph from 145bhp, but compared to the XJ-S falls short of the mark.  In all honesty, this is to be expected - as the mighty V12 is nearly twice the size of Triumph’s V8.  It was almost twice the price when fresh out the factory, too. 

 

The Handling 

Low ride speed in any of these coupés is comfortable and effortless. Taking either around town is a lesson in how far removed from their competition the Stag and XJ-S were, with higher speeds continuing to impress.  For sweeping roads and long distance cruising very little comes close.  

However, there is one attribute letting the side down for Jaguar - and for this we can blame the Americans. In an effort to tune appeal for socialites of the USA, and the cast of Dallas, the steering was tailored to be as light as possible - which really takes away from the planted feel the XJ-S needs.  Don’t think this makes it sloppy, but it certainly gives the Stag that extra weight required to win this round. 

  

Living with Them 

Both the Triumph and the Jaguar have enough space in the boot for right-wing fears amid golf clubs and Champagne baskets, but space for more than two people is tricky. The Stag and XJ-S both have back seats, but unless you have paper thin legs or are Janette Krankie, you won't fit. The back seats are really only suitable for luggage taken for your visit to the French Rivera. 

As far as fuel bills go, an early XJ-S is a thirsty beast with an average of 15mpg, while the Triumph can easily achieve close to double that. Parts for the Jaguar can also be rather expensive, while DIY jobs can leave you questioning your sanity. Owners clubs can help with all these aspects, however. 

The Stag also offers a supportive club, but maintenance and almost everything else is cheaper to deal with, and for that, we would recommend the Stag for anyone not made of money. Most of the examples left have also had that infamously unreliable engine seen to, while most XJ-S examples within financial reach have been run on a shoestring - and should therefore be avoided. 

 

The Verdict

As much as we adore the early Jaguar XJ-S, we have to give this battle to the Stag.  It’s cheaper to run, handles better and can keep up with modern traffic for fun. If you really do want an XJ-S, try and source a later example - such as we have here.

TOP 4: ZSA ZSA GABOR’S CARS

Almost like the female equivalent of Henry VIII, Zsa Zsa Gabor is famous for her eight ex-husbands and huge wealth. Yet, behind the headlines and trumpeted film roles hides a collection of exotic classic cars very few know about.

 

From Bentleys to the finest of offerings from Mercedes-Benz, Zsa Zsa Gabor has been caught behind the wheel of various exquisite automobiles.  Having owned more cars than she has husbands, the cars in her life appear to have escaped the pithy comments reserved for men. Not that life behind the wheel has always been kind to her - back in 2002 Gabor ended up in a coma after the car she was riding in collided with a lamppost.   

Born in 1917 and crowned as Miss Hungary in 1936, Zsa Zsa moved to the United States just as World War II started to ravage mainland Europe. Sought throughout Hollywood as a popular European with flair and style, her car history appears to match the claims that Zsa Zsa lived as ‘glamour personified’.  Here are four highlights from her extensive automotive history. 

Rolls Royce Silver Cloud II

Zsa Zsa’s Silver Cloud II is a one off. Only 299 examples of the 2716 Cloud IIs built were long wheelbase vehicles - and Gabor’s received lashings of personalisation. From etched windows to an engulfing golden crust of lavish paint, automotive Hollywood legend George Barris (designer of the Batmobile among many others) tailored the 6.2-litre V8 for Gabor to show off during the 1978 Auto Expo. It was recently sold at auction for a sizeable chunk of money.

 

Rolls Royce Corniche

Gabor’s white $215,000 Rolls-Royce Corniche made front-page news in September 1989 when she slapped a police officer after being pulled over during a routine traffic stop. A pursuit, followed by an altercation and arrest, set gossip columnists and tabloids alight with some rather unwanted publicity for Rolls-Royce.  After investigation it emerged that Zsa Zsa had been driving without a license and in possession of an open container of alcohol. She was sentenced to three days in jail, 120 hours of community service at a homeless shelter for women and fined $2,350, plus $10,000 reimbursement of extraordinary court costs. 

 

Mercedes-Benz  300SL Gullwing 

As a sign of gratitude for showing his nephew around Hollywood, Dominican diplomat, racing car driver and polo player Porfirio Rubirosa sent Zsa Zsa a Mercedes-Benz 300SL Gullwing.  Joining Sophia Loren in ownership of possibly the coolest Mercedes ever, the trail thereafter goes cold. However, we are positive that the gifted 300SL Gullwing is still out there hiding in a shed as someone’s smart investment - good examples easily sell for over £1 million. 

 

Studebaker Lark

We’ll let Zsa Zsa give her own opinion on her Studebaker Lark. The jail reference almost seems ironic.  We also reckon she still doesn’t have a clue how brake discs work. At least she is honest… 

TOP 10 GREATEST 16-VALVE CLASSICS

Power and torque isn't all about big displacement, as this selection of innovative classics clearly shows...

 

Nowadays, 16-valve cars are so common that manufacturers don't even bother putting a special badge on the back to flag up the fact. Along with 'twin-cam' and 'six-speed', it's become another innovation that's seen as unremarkable, to be expected if you want your mid-range hatchback to compete with all the other motorway-sloggers in the fleet market.

But it's ill-advised to overlook it because as innovations go it's still special. By doubling up the intake and exhaust valves you increase compression and improve combustion efficiency. Engines rev higher and sound more potent. Power and torque climb and exotic qualities are bestowed upon otherwise unremarkable engines.

But 16-valve heads also produce real-world performance. You get four-cylinder economy, and although they tend to make cambelt changes more critical, they don't threaten V8-sized servicing costs.

The following 10 cars demonstrate that when powered by a great engine, they're lifted into superlative territory. In every case the engine is as iconic as the car. GTi. Sprint. VTEC. T-Spark. 'Cossie'. - all owe their prowess to 16 whirring valves...

 

Citroen BX 16 valve

The Citroen BX 4TC was a catastrophic failure in Group B, but thankfully parent company PSA owns Peugeot too - and the opposite could be said for the 205 T16. In 1987, Citroen pilfered a modified version of the 16-valve cylinder head from the 205 T16 to create the XU9 J4 engine.

Performance was brilliant and it was a usable, accommodating family car, combined with Citroen's loping hydropneumatic suspension. The use of glassfibre body panels made it lighter than its XU9 J4 stablemate - the excellent Peugeot's 405 Mi16 - and correspondingly faster.

The print advert screamed '16 SOUPAPES!' (French for 'valves' above a bright red example yumping a crest - leaving rivals in no doubt as to how a proper hot hatch should be built.

It was originally called the GTI 16V (and renamed the 16 Valve) and sold relatively well, especially in the UK. But it set the template for the typical French hot hatch - light, flimsy, great handling - that still holds true today.

 

Triumph Dolomite Sprint

The groundbreaking Dolomite Sprint was powered by the first mass-production 16-valve engine, and was the first Brit to have alloy wheels as standard. Its cylinder head won a Design Council award, and it was offered with an optional limited-slip differential. Touring car racing prowess on track and luxury on the road resulted in the sort of premium compact saloon Germany churns out today by the million.

Such a pity, then, that BL seemed incapable of giving it the quality it deserved. Then again, its twee, ageing 1960s styling disguised with 1970s vinyl and stripes demonstrated how cash-strapped its development had been - making its achievements all the more remarkable.

People forget now, but with Andy Rouse and Tony Dron at the wheel, Dolomite Sprints won back to back British Touring Car Championship titles in 1974 and 1975, were strong front runners until 1978, and even managed to finish the notoriously car-wrecking 1974 Spa 24-Hours in fifth place overall.

 

Porsche 944 S2

Drive a 1989 model year Porsche 911 and 944 S2 back-to-back and you might wonder why people have quite so much affection for the older rear-engined car. The 944, with its rear-mounted transaxle gearbox, is much better-balanced and the promise of superior traction when you accelerate out of a bend or away from the lights seems an obscure boast to make when the 944 is such a compliant all-rounder with more space inside and an infinitely nicer gearshift. Then you compare the size of the bills in the service history, and bear in mind that their 0-60mph times are an identical six seconds.

The transformation from cranky, gutless 924 to thoroughbred Porsche was almost entirely down to a four-cylinder 16-valve engine that became one of the biggest - at 3.0 litres - and most tractable of its kind thanks to constant development throughout the 1980s. Compare 944 prices with those of the 911 back then and it certainly wasn't cheap. But at under £10K now, it's a bargain.

 

MGF

The MGF was the British entry in the affordable-roadster renaissance of the 1990s prompted by the Mazda MX-5. It was also one of the most technically intriguing, with its Hydragas suspension and mid-mounted engine - surprising, given that it was developed on a tiny budget. As a result, MG had to work miracles with its parts bin. The result was based on reversed Metro subframes and powered by an engine that had to do limousine duty in the Rover 75, plug mud in the Land Rover Freelander and transport reps in the 400.

Although the 1.8-litre K-series has a sadly deserved reputation for bursting cylinder headgaskets, it felt right at home mounted in the MGF, especially in 158bhp VHPD (Very High Performance Derivative) form.

Motor sport specialists sat up and took notice of this compact box of dynamite, and it went on to see service in the Lotus Elise and Exige, Ariel Atom, GTM Libra, Caterham Seven and many others. Bearing this in mind, buying an MGF today means you get a soupcon of 1990s track-day wildness for veritable pocket money.

 

Honda CR-X 1.6i VTEC

Every nation's car industry bestows certain characteristics on its hot hatches. French cars are flimsy but light and crazily quick. Italian hatches add design-house flourish, and the Germans will build them heavier, but give them twice the power.

The Japanese, on the other hand, will turn in something with at least two separate acronyms in its name. It won't offer much by way of torque, but like a Japanese sports motorbike will just keep piling in relentless amounts of power as you close in on a redline that would cause single-cam Anglo-Saxon stodge to explode.

The CR-X may have tried to be a coupe, with its cramped rear seats, but if you didn't have kids it made a Golf GTi seem like a Volvo estate by comparison. The low, darting 1989 CR-X 1.6i VTEC was the first sign that a hot hatch could truly replace a sports car, as well as carrying a bootful of shopping.

 

Vauxhall Chevette HS/HSR

GM was never officially involved in motorsport during the 1970s - this came straight from Detroit and was designed to save money. Thankfully, faced with the Ford Escort basking in the glamour of countless rally wins, Vauxhall decided to ignore this.

Chairman Bob Price told GM's management that 'HS' stood for 'High Speed', and was to be a response to the Volkswagen Golf GTI, sold as 'limited edition' of 400. The reality was 'Homologation Special', courtesy of Bill Blydenstein, and 400 examples were needed to enter Group 4 rallying.

It featured Opel Kadett GT/E suspension, a Getrag five-speed gearbox, wheels from the Chevrolet Vega and a smart bodykit. The engine was special - a 2.3-litre Victor slant-four treated to a new 16-valve cylinder head. Sadly, despite British Rally Championship titles in 1979 and 1981, the merging of Vauxhall and Opel dealer operations across Europe a year later sealed this wonderful car's fate.

 

Ford Sierra RS Cosworth

From the days of the Lotus Cortina right up to the demise of the four-wheel drive rallying Escorts, Cosworth preyed on unsuspecting mid-range Fords, turning them into race and rally heroes. Although the first mass-produced Cosworth 16-valve cylinder head was the BDA as found in competition rear-drive Escorts, the 1986 Sierra RS Cosworth was a significant step forward. Why? Because it united twin camshafts, a 16-valve head and a Garrett turbocharger the size of a wheelie bin.

Other manufacturers were wary of combining so many high-compression technologies in this way. The 24-valve twin-turbo Maserati Biturbo was proving highly unreliable and Saab's 900 Turbo 16S was tuned for smooth torque- but the Sierra was armed with almighty 200bhp-plus performance. It proved itself by blitzing touring car championships the world over, until Group A rules were altered to exclude it, and set the template for every high-tech Japanese imitator that followed.

 

Lotus Elite Type 75

Unlike many high-end car manufacturers, the 1973 energy crisis didn't hit Lotus particularly hard - in fact, it played into its hands. Buyers started ditching their large, heavy, bluff-fronted GT cars and plumped for its sleek four-cylinder Elite instead. It promised comparable performance from a Formula 1 champion coupled with economy figures in the high 20s, rather than the low teens you'd get from a Jensen Interceptor or Jaguar E-type V12. Although unreliability proved its undoing in the mid-term, the Elite enjoyed a brief period of popularity, and legendary funnyman Dave Allen's example even turned up on his BBC1 comedy show.

It was the first Lotus to sport an engine made entirely at Hethel, reflecting Colin Chapman's thoroughbred ambitions, and it had proven itself both in competition in the back of the Europa-based Type 62S racer, and on the road in the Jensen-Healey sports car.

 

Toyota MR2 Twim Cam 16

In 1984 it looked like the sports car was dead. After years of criticism the MG Midget and B had shuffled off in favour of tweaked Austins, Triumph had sunk without trace taking the TR8 and Spitfire with it, and the Fiat 124 Spider had just a year left in it. Only a few 'heritage' cars remained, often in kit form, and the entire breed looked anachronistic with their poor-quality whistling roof seals and deliberately weatherproof interiors in an era of soft velour, graphic-equaliser stereos and carphones.

Japan had other ideas. Taking a sideways look at both the Fiat X1/9 and Reynard's championship-winning Toyota-powered Formula Three cars, Toyota engineers fitted a 16-valve engine with induction technology derived directly from the track. The result was a future for the sports car in the 1980s - as a pocket supercar. A new breed of track-day-fixated drivers would follow later. No wonder MG copied it...

 

Alf Romeo 155 16V TS

Alfa Romeo seemed to have set its new 155 saloon an impossible task. Not only was it expected to follow on from the transaxle-gearboxed V6- and Twin Spark-powered rear-drive 75 with a front-driver distantly related to the Fiat Tipo, it also did without the classic twin-cam engine that had been in service since the 1954 Giulietta.

Thankfully Fiat Group boss Paolo Cantarella employed former Lancia rally genius Giorgio Pianta to oversee a racing programme for the car that could run parallel to road car development, with the two operations feeding on each others' research.

The result was a car that drew a lukewarm reception when new, but swiftly turned into a brooding wide-arched homologation special with 2.2-turn lock-too-lock steering, foot-wide asymmetric tyres and, for Alfa, more silverware in the cabinet than Blenheim Palace - the model netted touring car titles in Britain, Germany, Italy and Spain to name a few. At its heart was a sophisticated new twin-cam 16-valve engine - with twice the number of spark plugs most manufacturers would consider normal...   

CLASH OF THE CLASSICS: LAND ROVER DEFENDER VS JEEP WRANGLER

As far as we are concerned, the off-road market has long been divided into two classes - Land Rover Defender and the rest. The Defender dies on Friday, so as Britain’s iconic workhorse is laid to rest - is it still king of the hill against its arch-rival?



Land Rover fanatics operate with a heavy heart this week, burdened with sorrow as Jaguar Land Rover brings 67 years of heritage to a close on 29 January. This leaves us with only one real choice when searching for a brand new, practically indestructible old-school off-roader.  The Jeep Wrangler. 

The Jeep Wrangler and Land Rover Defender have battled to claim the hearts of adventurers worldwide ever since the 1990s, with foundations laid by their predecessors, and enthusiasts falling in love with the basic charm and extreme off-road ability both vehicles offer. But which one is worthy of your attention? Time to don the wellie boots and find out.
 

The Looks

The Wrangler looks the part, with straight lines, muscular wheel arches and slab sides for squeezing through those tight canyon tracks. Yet, the Jeep isn’t a pretty sight. There is a shape there, somewhere, with a design clearly tailored to emphasise a rugged and practical lifestyle, but unless you can grasp these not-always-understood aspects the Wrangler simply appears too disproportioned. There is almost an air of awkwardness about its stance, looking ungainly on the road - often far too bling for most British settlements - while also sticking out a country mile when actually in the countryside. 

The Land Rover, on the other hand, blends into rural settings with ease, appearing almost pretty with a swish mix of rugged looks and basic style, creating a vehicle with so much classlessness that it tells the world nothing about you - at all. 

Looking the part no matter where you take it, the barrel sides make a Defender easy on the eye, while the detailing helps convey a sense of adventure. Whether down the family-run farm, outside Buckingham Palace or cruising the city fashion spots, the Defender looks glorious. 


The Power

Neither of these ‘cars’ are about horsepower - it’s all about torque.  Comparing these machines on paper is inconsequential; as it isn’t until you go out into the rough stuff that the winner becomes apparent. In essence, the Defender’s four wheel drive system is the best in the world, with low down grunt and mechanical prowess that leaves others stranded in its wake.  It’s time for a demonstration: 

DELIVERY MILEAGE CLASSIC MGS FOR SALE

Classic car specialist Landbeasts is selling two unmolested MGs after buying them from a Northamptonshire collector. An MGB Roadster with 79 miles on the clock, and an MG Midget with just 67 recorded miles are priced at £23,995 and £18,995 respectively.

 

The rubber-bumper 1981 MGB roadster is one of the 420 limited edition roadsters produced to commemorate the end of the MGB production and closure of the Abingdon factory. It was put in storage almost immediately after it rolled off the production line.

The 1980 MG Midget was bought by a dealer, but wasn't sold. The dealer eventually took the car home for himself - a trip of 67 miles - but never registered it and never drove it again.

Landbeasts' proprietor Adnan Mallick said: 'We only buy outstanding vehicles and these two are surely two of the best examples of an MGB and Midget in the country. They're completely original. They've even still got chalk markings in the engine bay from the engineers. For added nostalgia, I have a copy of the Daily Mail from 2 July 1980 to go with the Midget, from the same month it was made.'

The north-east London firm is new to the classic scene, having formed the dealership after organising successful car meets in Greater London and Essex. Since then, Landbeasts now has more than 40,000 likes on Facebook and 30 cars in stock.

CLASH OF THE CLASSICS: THE VOLKSWAGEN GOLF GTI VS THE PEUGEOT 205 GTI

Hot-hatches continue to deliver the perfect affordable mix of power and handling, but which is king from the first chapter of this popular automotive revolution - the Volkswagen Golf GTI or the Peugeot 205 GTI?

 

As is often the case with simple ideas, the hot hatchback is still very much alive. Even though modern incarnations offer higher speeds, advanced technology and safety equipment we now wouldn’t be without, they somehow feel devoid of the soul engineered into the two best 1980s examples.

We are, of course, talking about the Volkswagen Golf GTI and the Peugeot 205 GTI - both were must haves during their original run, but dispute still lingers over the winner’s title. The Golf may have been the first mainstream GTI car and praised by the masses as the origin of the affordable road-rocket, but it was the Peugeot 205 GTI that took the crowning trophy as car of the decade during the 1980s. So, gloves off, it’s time for a punch up of steroid proportions.  

 

Styling and Interior

Styled by Giugiaro, the square yet practical design of the Golf GTI appears to have survived the test of time better than any counterpart. Almost Land Rover Defender worthy in its classlessness, you could take a Mk1 Golf GTI pretty much anywhere without apology. The world still holds the original Golf with such high regard that other GTIs are barely considered, but for us the Peugeot 205 GTI is far more appealing when appearances are considered. 

Because the Peugeot arrived a tardy nine years after the Golf, it can be argued that the 205 GTI had a rather handy German template to work from. However, the real secret card was having Pininfarina tailor the entire 205 series - with the three-door GTI bodyshell offering the finest looks from this range.  Where the Golf is square, the 205 is curvy and the waistline is lowered to provide a more determined stance - but don’t think the same quality is carried into the interior. 

The Golf holds the best cabin out of the two, by a long way. Peugeot slashed away costs on the interior and it shows - from wonky seat stitching to dubious materials splattered over the dashboard and inside door panels. The glare off the dash is supposedly so bad when the sun is out that sunglasses are strongly advised.  

The Volkswagen offers a grown-up yet tasteful quality that we have now come to expect from Germany’s finest, even if the seats and trim aren’t quite as colourful as Peugeot’s offerings.

 

Power and Handling

The previous round is almost inconsequential in comparison. Power and handling are the main commitment from these cars and this encounter is incredibly close. 

When it boils down to punch, the Golf sadly slinks away with bruises into the corner. However, this is to be expected from a car nine years the 205’s elder. It’s a testament to how competently the Golf GTI was engineered with such a tight 0-60mph battle and so little difference when achieving respectful top speeds. The 205 GTI can blast to 127mph, churn out 130bhp and rip up a 0-60mph sprint in 7.8 seconds. The Golf GTI can top 114mph and achieve 60mph from a standstill after 8.3 seconds from 112bhp. 

Don’t think the Golf is out of action, though. Almost like a wise mentor, the Golf GTI has handling toned to perfection, while the young Peugeot can get you into serious trouble. The Golf offers truly sensational grip, with clear and direct response from the steering wheel. There is a slight nudge of understeer, but it doesn’t leave you cursing wet roundabouts or tight corners. In fact, you’ll look forward to any challenge requiring a sharp tug of the steering wheel.

The 205 allows an orderly weight to the steering but there is a dark, murderous tyrant lurking beyond the cheerful spurring through twisting A or B roads. The lift-off oversteer is chronic when misbehaving with the Peugeot, and it’s hard not to, driving this car sedately is like ordering a prostitute and only asking for a back rub. Many a 205 GTI has disappeared into the scenery after a tyre smoking about-turn, and it can strip the enjoyment factor right out of any driving experience if careless.

 

Living With Them

Living with either of these two isn’t going to be difficult - with boot space for shopping, back seats for passengers and fuel economy that won’t cause tears. Both can push 30mph and parts are relatively easy to source and purchase, with advise spread up and down the country thanks to several devoted clubs. 

They will require care and attention with such highly strung engines, but take care of the mechanicals in a timely manner and the miles will disappear, almost as fast as your front tyres if you are looking for a bit of fun. 

  

Verdict  

Both are huge fun, both are strangely practical, both are fairly economical for what they are and both melt our hearts upon mention. Picking a winner is incredibly tough, like choosing which big-eyed puppy to rehome, but we have made up our minds after violently heavy debate. 

It may not be built or handle as well as it should, and it did arrive late to the party, but the Peugeot 205 GTI offers looks to die for, speed to raise eyebrows and enough charm to reduce any petrol head into a tarmac chewing, rally-cross driving maniac. It’s also quite good for going to the shops, too. 

WOEFUL WEDNESDAY: THE TALBOT TAGORA

Ok, so what do we have here? What is a Talbot Tagora? And why is it a woeful automobile? In a sad case of great idea but poor execution, the sting from this car arrives by showing us what we could have had - instead of the missed opportunity it became.

 

Chances are, you’ll never have heard of this little curiosity before. Even in the world of the petrol head, theTalbot Tagora is deeply obscure – so to someone who doesn’t know a gearbox from a cylinder head, the Tagora sounds like a character from a Russian spy thriller or an incomprehensible Russian fridge manufacturer. And, like most Russian spy thrillers, the French and Americans are involved to a weighty degree - with no positive outcome to be found whatsoever.

The Talbot Tagora was originally developed as a Chrysler consequence to replace the unsuccessful 180-series. Sporting a odd combination of Peugeot, Citroën and Chrysler engineering, paired with luxury features and power, the idea was to appeal towards flashy executives who were more concerned about snorting cocaine from their secretaries bare chest than they were with fuel economy or maintenance bills. This was executive saloon territory. This was German territory.

The project, christened the ‘C9’, spent four years in exhaustive development hell before Chrysler and PSA (Peugeot and Citroen) suffered a messy divorce. In the end, PSA coughed up a paltry dollar for Chrysler's Europe division and all its contents.

As Chrysler retreated back to the land of the free under duress of bankruptcy, Peugeot was left with the unsavoury task to completely unravel the far-reaching mess that was the Tagora’s product plan. Despite all gut feelings and financial projections, PSA management decided the C9 was too far developed to simply drop, determining that development should be continued and the car put into production - under the Talbot brand.

If you were to study the engine range, you would notice that Peugeot heavily influenced the units that spliced their way into the Tagora’s front end. This is where things start to get a bit weird, however. With the anticipated production volumes, the entry level Tagora had an enlarged version of a supermini engine from deepest rural France – lifted straight from the disastrous and defunct aforementioned 180-Series. Alongside this rather misplaced unit was the Peugeot turbo diesel, although this arrived a hell of a long time after the press launch. 

There was a V6 option, offering 163bhp and propelling the Talbot Tagora to brief fame as Frances most powerful saloon. Yet with any headway made, thanks mainly to the V6, PSA shot itself in the foot by adding in their own parts without much thought; the double wishbone front suspension gave way to MacPherson struts taken from the Peugeot 505 and 604 with the rear axle changed over for one much narrower than the construction could accommodate. The front end was then extended to accommodate the optional larger engines. The absolutely perfect handling was now completely ruined.

The appearance of the Talbot Tagora at the 1980 Paris Salon Showcase didn’t attract much attention, despite the interesting political backstory and the well-documented ownership change. The Tagora was lucky to be there at all but disaster appeared to loom.

Suffering a troubled production history and undergoing last minutes changes by the French that ruined nearly every respectable aspect of the vehicle, the press then ripped it to shreds. Calling it ‘bland’ and complaining that the road holding, stance and handling mannerisms were sub-par thanks to the rear wheels set too far inboard of the flanks.

In terms of its engineering, the Tagora had no major flaws but, as the catastrophic 1979 energy crisis instigated Chrysler’s scarper home, the Tagora was launched under the unknown and untrusted Talbot brand - with its questionable pedigree. 

In the executive car market, buyers don’t go for unknown brands. In any car market, buyers certainly don’t go for an untrusted one. That would be like accepting a vegetarian salad, from Hannibal Lector, in a steakhouse.

As if all of these aspects weren’t discouraging enough, the advertising department then screwed everything up royally. In the end, Peugeot had a badly received car, with a complete mish-mash of engineering and a lack of brand awareness and trust, with poor adverts and downward-spiralling sales. This was a prime example from the Alan Partridge school of car design.  

As you can therefore imagine, the Talbot Tagora sold in miniscule numbers. Only 20,000 manufactured examples left the factory over four years.

The crux of the Tagoras failure? It offered absolutely nothing over and above its rivals, nor its cheaper alternatives, with cruddy detailing and ruined road mannerisms. Nobody would move away from their Jaguars, BMWs, Mercedes-Benz or even their plush Rovers to go for something untrusted and unknown and flailing in almost every aspect. It was not a logical family car and nor was it an executives orgy mobile.

Yet, don’t think the Tagora holds no charm or plus points. Its rather bluff styling is something of a rarity and the interior has abundances of space. And the biggest point is it's near extinct, if you can find one in running order then you’ll likely make quite a profit margin should it be an easy fix. These things are longed for by museum patrons and the small but enthusiastic owners clubs lavish time and money on the very few examples left.

From what can be found about driving one in present day, they are something incredibly different. If you find one, you should buy it outright. Or if not, inform us and we’ll find a loving home for it.

Have a look at the classic Talbots for sale on CCFS – they aren't all a disaster you know…

CLASH OF THE CLASSICS – THE BMW 2002 TII VS THE ALFA ROMEO 2000 GTV

Both the BMW 2002 TII and the Alfa Romeo 2000 GTV arrived on the car scene in 1971 to open-jaws and bulging eyes. Blurring the line between coupé and sporty saloon, we now have to pick between them. Blimey…

 

We will eventually have to admit that car manufacturers have spoilt us, especially over the past twenty years. We now expect punchy and dynamic quality from everything we drive, not least the increasingly popular hybrid between sports saloon and coupé.  Yet, in the late 1960s and early 1970s, these fresh-faced ideas were only just on the scene. Two of the finest from this evolutionary period are the BMW 2002 TII and the Alfa Romeo 2000 GTV - but which one would we give our last garage space to? 

Oh boy, this is a tricky one. 

 

Round 1: The Looks

As a design, the BMW has aged rather well. It’s boxy lines and rigid shape might not be as charming as the Alfa Romeo, but discreet elegance appears to be a phrase coined for the 2002 TII. Holding a clean stance and working with an unbroken waistline, your eyes can’t help but follow around the body shell in its entirety - especially if the car in question is lucky enough to have the chrome strips.  

The Alfa Romeo also holds your attention, albeit it in a different way. There is no chrome loveliness here, only curves and a pinched tail to feast your eyes on. The unique rear-end shape may divide Alfa purists but it allows a stance akin to a pouncing cheetah - which is no bad thing. Giugiaro’s design was apparently rushed, borrowing heavily from other Alfas of the time, but if he had worked on it for longer we wouldn’t have this stunning beauty as it is. 

 

Round 2: The Power

The 2000 may have enjoyed a longer production life over the BMW, but opening up the bonnet casts the viewer back a generation or two - simple and well presented, pipes and wires are at the ultimate bare minimum. Don’t panic however, the 2000 GTV still packs an almighty punch. 

The BMW undoubtedly works with more modern technology, the forerunner of so much greatness to follow, but while it may not look as special as the aluminium block in the Italian stallion, it can still eat most modern cars for breakfast. 

Offering 100bhp in basic form, with a top speed of 107mph and a zero to sixty sprint in 12 seconds, the BMW 2002 was certainly a quick car in its day. However, the Alfa was even faster - offering 115mph, 122bhp and a 10 second dash to 60mph from naught. 

If you went for the 2002TII, or the 2000 GTV however, you were guaranteed more power and speed - with the Alfa on steroids allowing 122mph from 132bhp and 0-60 in little over 9 seconds. The tuned BMW could top 60mph in only 8.2 seconds with a top speed of 118mph from 130bhp. 

 

Round 3: The Handling

The BMW has to deal with a slight looseness when driving dead-ahead, almost as if the steering has retreated into a sulk. However, everything makes sense as soon as you flick the 2002 TII into a corner, weighing up nicely with more feedback the more you move. The BMW grips well and feels almost perfectly balanced. With body roll well-controlled and stiff dampers providing a level of comfort that won’t destroy the base of your spine over long journeys. 

Yet, no matter how good the BMW is, the Alfa Romeo simply walks all over it. Turn the wheel, no matter how violently, at any speed and you can immerse in the glorious feedback provided. Allowing supreme confidence, you end up welcoming every corner with open arms - the 2000 GTV offering healthy grip with well-controlled body roll. The only downside, if any, is that the BMW’s ride is more supple. 

 

Round 4: The Interior

The BMW is rather dull, with no real styling as such and certainly no luxury. It’s not exactly as utilitarian as a barn or a Land Rover, but the Alfa Romeo offers bags more exuberance and style, with an almost Ferrari feel to it. 

The BMW is functional, however, with supportive seats and a great driving position to match. The height of the steering wheel could cause disgruntlement for those under 5ft 8in, while shiny vinyl decorates the remainder of the cabin. The only sporty feel from the interior is the chunky and blunt centre console - almost Jaguar like in its identity. 

The Alfa Romeo may have seats that aren’t quite as relaxing as the 2002, but where it loses points for comfort it gains back for the feel in the cockpit. Nothing really comes close. 

 

Round 5: Living With Them

The BMW wins the MPG battle, allowing 25mpg even on a bad day. The Alfa can accommodate 22mpg, but when it boils down to servicing and parts, the Alfa redeems its heavier thirst. 

The back seats in either car won’t really accommodate anyone with ease, unless you fold back their legs and promptly remove their head, but as far as keeping up with traffic goes, these old girls still cut the mustard. 

Typical 1970s rot and rust requires on-the-ball attention, but if you look after either one then you’ll be rewarded with boundless enthusiasm - your everyday hack gathering dust during any spell of good weather. 

 

The Verdict. 

Both the BMW 2002 TII and the Alfa Romeo 2000 GTV are brilliant at what they do, offering different things to different people. Speed and efficiency isn’t always enough to steal your heart away, but the BMW comes darn close. However, for us, the Alfa Romeo is simply too good to ignore - offering a well-rounded package and everything you could possibly need from a classic car to play with. 

Should you now want an Alfa Romeo 2000, especially the GTV version, and we wouldn't blame you, we have this excellent example here.

If you are still hunting down a decent BMW 2002, perhaps the much-loved TII, we've got you covered too.

CLASH OF THE CLASSICS: MG MIDGET VS TRIUMPH SPITFIRE

For seventeen years the long-winded battle between the MG Midget and Triumph Spitfire raged on. Battling for that lucrative share of the American car market and ruling Britannia in their swathes, the frosty atmosphere between MG and Triumph owners continues to lash the classic car world with smug glorying and biased flippancy. Time to put this fight to bed.

 

If you are looking to win this ever-running war with sales figures, think again. The Spitfire may have outsold the Midget, but if you throw the Midget figures into the numbers of  identical Austin-Healey Sprites then the pendulum swings back the other way. Reviewers don’t help matters with one appraisal favouring the Triumph and another in favour of the Midget. Time to roll the sleeves up and get to work… 

 

The Looks

The MG carries its diminutive size well, with no extra curves or flair than required. It’s a clean shape with tight shutlines and, in the correct guise, decorated with chrome complimenting the petite togetherness. Rubber bumpered examples have the grace stripped from them and often look ungainly and gawping. Rounder wheel-arches were introduced as time went on, with the contrasting aluminium screen sealing the package - and taking your attention away from the rather high waistline. 

The Spitfire is certainly curvier and strikes the viewer as being more modern, with raised bumpers working their way in for post-1967 models. The soft top on the Triumph appears to sit with more ease, but it is seriously let down by the insane panel gaps that make themselves apparent anywhere they can. That said, the Spitfire is hardly a travesty on the eyes and even after nearly half a century, can still leave you gasping for ownership on looks alone.  

 

The Power 

The Midget offers up 65bhp alongside a top speed of 93mph, with 60mph topped in 13.8 seconds. The Spitfire can hit 60mph in 14 seconds paired with a top speed of 95mph from 75bhp. Neither are what you would call ‘fast’, but these cars aren’t about straight line speed - it’s all about smoothness. And they definably are, but in a drag race it’s the Midget that clinches the race. For top speed and more power, however we have to give this round to the Spitfire. 

 

The Handling 

There are no fancy tricks here. The Midget uses a simple wishbone set up at the front with a live axle on leaf springs at the back. This may sound dated, and we guess it is, but by this point the MG boffins had the technology perfected and the Midget therefore corners predictably and with gusto. Providing excellent feedback and lively chuckability, you can place the MG exactly where you want it and repeatedly take it to the edge of its ability without spinning backwards through the pearly gates on fire. 

The Spitfire is infamous for cocking a leg when thrown about in a brutal fashion. The suspension on pre-MK4 models with their tucked in rear wheels could often lead to skittish situations to make your heart stop, but driven properly and without lead feet the Spitfire transforms into an elegant cruiser going where you want it to without fuss in an easy going manner. 

The Spitfire’s all-independent suspension should offer advancement over the Midgets live rear axle, but except for a smoother ride there is little other benefit on the road.

 

The Interior

The Spitfire is clearly styled to a higher specification, symmetry being the order of the day. The Midget harks back to an earlier time and offers more for the driving enthusiast, with the steering wheel close to your chest and a lack of clutter to distract your from the road. 

The Midgets pedals are offset to the right, but not as far as they are in the Spitfire. The Spitfire holds the extra benefit of a clutch-foot rest and the ability to offer more space to those over 5ft 8in. 

Both are exciting places to sit and offer the same level of comfort, leaving this round firmly stalemate.  

 

Living With Them 

Parts are cheap, running costs aren’t expensive and there are great owners clubs to join. They are also strangely practical for two people with a useable boot and a soft-top unlikely to cause a brain meltdown when fitting. 

They will both require TLC and storage over the winter with everyday use or overly long journeys likely to lead into overheating issues, but if you treat them fairly, you will have a traveling companion for life. 

 

Summary

Both provide a full sensory driving experience without pushing your licence into points territory or plummeting your bank balance into negative figures. Few cars are able to survive a thrashing like these two can, with pedigree and excitement bred into the frame to offer machines destined to spread that grin ear-to-ear. Any petrol head would gladly home both, but if we have to pick a winner then there is a sly champion to be found between the pair. 

Each car provides ideal low-cost classic car ownership, but the bright and breezy Midget edges it ever-so-slightly further to claim the top spot. 

TOP 5: FUTURE CLASSICS UNDER £1K

Taking a stab at which car may become a future classic is always good fun. Taking into account looks, power, desirability and popularity you can often place your bets right on the money.

Top 5: Future Classics Under £1k

Top 5: Future Classics Under £1k

However, you can also habitually omit regular runabouts that often take a bashing during their time – but then become cult landmarks. 

Back in 1983, would you really have ranked the Allegro or the Princess as a future classic? They aren’t to everyone’s taste – but they sure have a cult following now. 

In 1995, would you have categorised the Peugeot 605, Triumph Acclaim or Metro as a sought-after rarity? Highly unlikely. How about the Rover 25 in 2004?

Pick your choices now, for you never know which one dates to provide the real retro appeal. We have taken a crack at what we think are 5 future classics, all for under or around £1k. Go get ‘em while you can.

 

5. Citroen XM

Recommending any elderly French car can often be a risky task, as the person receiving the recommendation may think you are trying to kill them. However, there are many under-rated French saloons out there from the 1990s’ that wallow in an unfair reputation.

Practical, spacious and comfortable, the Citroen XM is but one example. 

Although dating to look properly cool, you will encounter problems as electronics continue to age. Find a good one and your bank balance won’t sweat it badly.

It’s a brilliant car, looking swish and gradually obtaining retro status, but with potential issues abound, sadly, we can’t place this any higher up the list. You should still buy one though, as they are great fun to drive. This one is on the £1k limit – but should provide effortless, cheap motoring. 

How about this one?

 

4. MGF 

As far as driving experiences go, the MX-5 still king. However, as a chuckable soft-top sports car, the MGF is had to beat. There are loads of them about, and like the forbearing MGB and MGA; this is set for serious cult-status. 

You can spend as little or as much as you like on an MGF – but the quality will vary depending on mileage and service history. Be wary and this will be the best soft-top buy of your car history. 

Don’t panic about the inclusion on the K-series engine, it powers the MGF forward at a quick pace, and if the cylinder head has been seen to then you have thousands of miles at your call. Owners can attest to serious fun on every drive, so don’t let the bandwagon bashers put you off. 

This needs a new home. And you know you want it…

 

3. BMW 3-Series 316l

Cheap German saloons are currently plentiful, but as numbers thin and nostalgia takes over, they are becoming seriously hunted for. There are loads of 3-Series around under the £1000 mark, an estate is a seriously cool option but the sportier the better.

You must choose a mature BMW wisely though – avoid ones with no service history and try to steer clear of those run on a shoestring and thrashed half to death, for obvious reasons. Unless you have to repent for your sins, walk away from rust buckets or ‘yobbish’ tuned examples. 

This seems to be a nice one…

 

2. Mercedes-Benz E-Class W124


Thanks to a rather long lifespan pushing well over a decade, the W124 is still around in abundant numbers. It’s also a tough old cookie.

Long before everything went to pot in the world of Mercedes-Benz reliability, this is back from the Mercedes catalogue designed for high mileage at high speed. These have hit their trough in price-woes and can now be found appreciating – quite rightfully so. 

Practical, quick in the right form and so utterly, utterly comfortable you won’t find more car for such little money.Especially this one. The only exception is the beast prowling around our number 1 spot. 

 

1. Jaguar XJ

This is the daddy of the low-end, soon to be classic scale. All Jag saloons pre-2000 have a dedicated following, the only reason you can get one at a low price is due to fear of complex mechanics and the concept they were mass-produced. Prices and condition may vary spectacularly; just prepare yourself for MPG of teens or single figures.  

Yet, for the money you are paying, you will seriously struggle to find a better bargain. The amount of car for such a little amount of money is insane. Keep it safely locked away from Mother Nature and you have the perfect appreciating, but useable, future classic. Especially in V12 or V8 form.

This one is a V8, it may be a non-runner but it won’t take much to get her right again.

TOP FIVE: ESTATE CARS TO ENVY

Think estate cars are fuddy-duddy family wagons favoured only by antique dealers and dog walkers?

We’d forgive you for reaching the wrong conclusion – there are plenty of ungainly, uninspiring and downright ugly load-luggers out there. This little lot, however, are completely different – they’re fun, charismatic classic car charmers with a character all of their own on account of their boxier bodies. 

What’s more, you could even lug things about in them. After all, that’s what they were made for…

 

Mercedes-Benz 280 TE

If it’s good enough to take on Africa – and plenty of W123-generation Mercedes models are plying their trade from Cairo to Cape Town – then it’s good enough for us. 

The 280TE offered Stuttgart’s wonderfully smooth straight six in an estate car package able to offer vast amounts of Labrador-lugging space. This 1985 car has had £20,000 lavished on its restoration and is in showroom condition. With ABS, electric windows and sunroof, air con and four-speed auto to make the best of all that torque, it’s a rival for Mercedes’ modern estates!

 

BMW E30 Touring

Equally German – but not quite as ample in the luggage stakes – is BMW’s E30-generation 3-Series. As this car’s seller - quite rightly - points out these Eighties BMWs are a magnet for the drifting fraternity, making clean, standard-spec ones increasingly hard to come by. This 1993 318i Lux Touring model might not have the pretend-it’s-an-M3 factor of the two-door saloons or the class of the cabriolets, but it offers something much cooler – rear-drive BMW kicks in an unlikely package.

 

Morris Minor Traveller

You can’t fail to fall for the Minor’s Heartbeat charm – everything from its split-opening rear door, its (structurally integral) timber rear fame and its bulbous curves transport you back to a gentler motoring age. There are plenty of them available on CCfS, but we particularly like the backstory behind this 1971 car. Originally supplied to the RAF and used by one of its chaplains, it was then restored by the late Minor specialist Charles Ware, and has stashes of paperwork to back up its history.

Volvo 1800ES

No list of old estate cars would be complete without one of Gothenburg’s finest – but we reckon this curvaceous shooting brake is going to impress your mates far more than an 850 T5 would.

This 1973 1800ES could benefit from a little bit of TLC – in particular, it could benefit from a respray to remedy its fading paintwork – but it’s got an MoT until October, four new tyres and a recently fitted stainless steel exhaust. Best of all, it’s still got everything that made the 1800ES great – a usefully squared-off rump, a glass rear hatchback, and the sort of good looks it took Volvo decades to rediscover.

 

Mini Clubman Estate

Gone are the days when the Clubman was the Mini’s unwanted uglier sister – the classic world has long since woken up what a brilliant pocket rocket the 1275GT was and its surge in value has pulled other bluff-fronted Seventies models up with it.  They’re also favourites with the modifying fraternity, which makes this 1981 Clubman Estate all the more compelling. It’s only covered 20,000 miles, it’s been put back on the road rather than restored after a long spell in storage, and it offers a quirkier, more practical take on the Mini’s instant cornering and livewire fun factor.

What’s your favourite classic estate? Let us know in the comment section below.

WHY THE 944 TURBO IS THE PORSCHE YOU NEED TO BUY NOW

Figures are the most important part of the 944 Turbo experience. Firstly, there's the 0-60mph time – six seconds. With that a memory you can power on all the way to 155mph thanks to its KKK turbocharger-fed, 220bhp powerhouse. Add an S to proceedings and you can shave off half a second on that crack to 60mph and you'll be going 160mph when you run out of tachometer. But perhaps the most important figure is the price – the one we've highlighted here may be one of the best in the country and its price reflects that – but you can pick up decent Turbos from as little as five large. Compare that to a similarly-aged 911 with equivalent performance and the 944's bargain status is writ large.
Front-engined Porsches have always struggled to match the allure of the 911; the 928 is finally getting the recognition it deserves and now the 944 Turbo has started to creep upwards. It was always seen as too numerous, not special enough and perhaps tainted by its association with the 924 and its humdrum mechanicals. That latter point is an interesting one as even though the 924 lacked an exotic engine, it really was an engaging steer.
With its handling pedigree proved with the 924, it's surprising it's taken anyone apart from the enthusiasts to wake up to the 944's charms – it really was a lot more special than the car it replaced. It was so well-built and so attainable that many have gone the way of dodgy modifications and rather ignoble ends, eventually rusting away to nothing when the junior supercar costs of keeping a junior supercar running became too much for owners who picked them up for next to nothing. 
This all means that the 944 Turbo is nowhere near as numerate as it once was, and truly exceptional examples are starting to excite the market, given recent auction results. Quite simply, the very best are now the very few. 
And as for claims it's not special enough? I refer you to the start of this article. It delivers, and in a major way.

This all points to a car whose time as coveted classic is about to come, and in a big way. It harks back to one of the last great eras in motoring, the Eighties and early Nineties, before speed and performance became dirty words. Just look at these wonderfully evocative American TV ads to get a flavour of a time we won't see again. 

Tempted? You should be. While the 911 will always be Stuttgart's favourite son, the 944 represents truly fantastic power per pound, an intensely immersive driving experience – owners rave about them – and, at the moment at least, an epic bargain. Now isn't that the boost you needed?

See more of the 944 we've featured here. This one is also well worth a look, too.

DREAM CAR FRIDAY: FORD CAPRI 280 BROOKLANDS

It can’t have escaped your notice that the Ford Capri, the Car You Always Promised Yourself, has started to rise in values. Traditionally it was the early versions that commanded the attention, but significant rises have been seen in MkIII prices recently.
This is in stark contrast to the way the Capri was seen in the run up to its demise. It had become an anachronism in a time when people wanted hatchback and saloon practicality as a side order to their performance Ford. The XR3i, XR2i, RS Turbo and the much-heralded Sierra Cosworth signed the death warrant for the Capri – outclassed on track and outperformed in the showroom, it was little wonder that the Blue Oval pulled the plug when it did.
Part of the problem was the Capri’s negative image – hairy-chested geezers in Elizabeth Duke jewellery alternating between the pub and the bookies on their day off. That was the perception, anyway – the reality was much, much different but that didn’t stop the Capri being incorrectly framed as four-wheeled transport for trapped-in-the-Seventies neanderthals in a time when lifestyle aspirations headed towards clean-cut executives (supposedly) in London’s financial centres, German super-saloons and, if you had to keep it Blue Oval, massively turbocharged and massively bodykitted hatchbacks. 
In 1986 the Capri was finished after years of sales decline. As one last hurrah, the last 1083 Capris to roll out of the Cologne factory were to be given a name that still causes a tingling among the Capri faithful – the 280 Brooklands. But is idolising them wise? Let’s look…

WHY YOU WANT IT:
As the last-of-the-line model, all of Ford’s available trinkets were thrown at the car. This meant a limited-slip differential, 15-inch alloy wheels and sumptuous leather chairs. Under the bonnet lay a 2.8-litre V6 which chucked out a meaty 158bhp, which translated to 131mph at the top end and 0-60mph in a shade under eight seconds. That wasn’t the fastest Capri – the Tickford Turbo had more than 200 unruly equines for you to saddle, 140mph at the maximum and a sizzling six-second 0-60mph time. Sadly, the bodykit makes it look like a cardboard model of a Capri glued together by a drunkard. 
But there’s more fun to be had in the corners – but not in the way you’d expect; some would see the Capri’s cornering characteristics as a negative – we’ll come to those later.
However, to sing the car’s praises a little more, we should consider the looks. While it lacks the American-style bling of the earlier cars, that long bonnet and and old-school looks haven't been replicated in modern motoring this small side of fifty grand. And for that, it simply looks cool, especially in the beautifully sinister Brooklands colour scheme.

WHY YOU DON’T WANT IT
Corners have traditionally provided problems for the Capri, especially in its hottest forms. The 3.0-litre V6 of the Seventies elicits much sucking of teeth from my car-reviewing colleagues when quizzed on the subject and I’m afraid if you’re looking for crisply intuitive handling, this isn’t the car for you. Braking is something that should be pondered like a Kasparov chess move before a corner appears, and when you get there that heavy engine drags the nose sideways and forwards; the steering is slow to respond too. There’s little body roll thanks to the stiffer suspension, but it’s really not an MX-5 with a Ford badge. Nor is it much of a GT, as aside from the leather interior it’s not what you’d call smooth – the ride is firm and it doesn’t sound refined. However…

SUMMARY
If you’re put off by the ‘negatives’, then you were lost to the Capri cause long before this paragraph. The handling is part of the appeal of this car, as is the frankly scandalously poor fuel consumption, raucous engine note and lascivious looks. It’s fun because it’s old-school and offers a driving experience that favours a skilled hand. You cannot simply chuck a Brooklands into a corner and hope that some front-wheel drive trickery will drag you out, nor can you expect traction control to make everything better. It’s just you and the Capri – and for that this fast Ford is something you learn to master. Much more satisfying, don’t you think? 
I’ll have to admit my love of Fast Fords began with the car that effectively killed the Capri, the Sierra Cosworth. But over time, perhaps as a reaction against the nannying nature of modern cars and the blandness of modern ‘sports cars’, the Capri feels like a breath of fresh air.
Look at it this way – who’s more fun, the rippled muscles of the guy who spends hours in the gym, who drives to his job in a hyper-performance modern hatchback blob, or the geezer with a lifetime of stories from the Red Lion pub and a paunchy stomach he has to gently ease into his Capri?
Anyone got an Elizabeth Duke catalogue?

CLASH OF THE CLASSICS: MERCEDES W123 ESTATE VS VOLVO 240 ESTATE

Estate cars are rarely as cherished as their coupe or even saloon brethren. They're not often fast and, buying one secondhand, you have to be aware that at some point a small human has probably left something disgusting down the map pockets on the back of the front seats. There are fast estates – the BMW M5 Touring and the Audi RS2 come to mind, in a classic sense – but being fast isn't everything, as a classy estate is now a must-have in most marques' line-ups.
It wasn't always the case, as for years the estate was seen as slightly utilitarian. But then came the Volvo 240 and Mercedes W123 TE series – suddenly an estate car could be desirable. But which one is best? Let's take a closer look.

The Mercedes
The classic appeal of the Mercedes is obvious – it has lashings of chrome, a proudly displayed three-pointed star and an elegant yet functional form. It carries its bulk very well, and though it's an evolution of a three-box design, it's as charming on the eye as the rest of the W123 range. 
These were expensive cars when they were new, but you really were getting a premium product. Body rot problems aside, the W123 is renowned for its ability to cover long distances reliably – they're still used as taxis across the globe. And while a lifetime as a taxi may not seem very exclusive, you have to remember that this was a car developed with no expense spared. That means the quality of the engineering is simply fantastic, and up there with the highest levels of Mercedes technical know-how.
That's reflected on the inside too; it's not Aston-level opulence but everything feels refined and well-put together. The seats are firm enough to keep you awake (as was intended by Mercedes) but soft and cosseting enough to make long journeys a joy. As for toys; well, if you had the money to spec it via the sizeable options list when new, you could have it – everything from air conditioning to airbags was an option at one point or another. It's all solidly built stuff too – the all-in-one indicator/lights lever is pleasingly heavy and clicks into place with reassuring 'chunk' noise. 
This solidity is reflected in the engine options – all of them are capable of vast mileages, though in the case of the smaller-capacity units that will take you much longer. Specify an OM617 diesel engined variant and it will probably outlive you and provide sufficient heave to keep up with modern traffic. And if you fancy tuning it, you can aim for 600bhp and take it drifting like these enterprising chaps. That'd make a trip to the shops more fun. 

However, if you've not got the stomach for becoming on first-name terms with a tyre fitter and drive the car as it was intended to be, you'll find it's a relaxing and comforting drive. It may not be the sharpest-handling car you'll ever drive but for carrying up to seven people around in refined comfort, it's all you'll need and a lot more. 
This was the first official Mercedes estate and it's probably still the best they've done, in terms of reaching its brief. This was a car that doctors, architects and intellectuals clamoured for – and still do. Brain May, Queen guitarist, astrophysicist and perm enthusiast, swore by his for years. Even as the years rolled by and the luxury sheen had worn off, its sheer capability as a load lugger meant it was still highly regarded – you could probably live in the boot. There was a guy in Manchester who actually did in the Nineties. 
Now it's getting the recognition it deserves in classic circles, as this exquisite ex-Jay Kay of Jamiroquai example shows. 

Volvo 240 Estate
If the Mercedes was the backbone of the upwardly mobile middle classes, then the Volvo 240 was the rather more rational alternative – and the somewhat sore backbone of the antiques trade. 
Although similarly priced to the Mercedes, it eschews the glamour of the Three Pointed Star for a much more pragmatic take on high-class family transport. Volvos had garnered a reputation for safety before the 240, but it was the tank-like looks and construction of this particular car that cemented that status. In fact, combine it with a catamaran on the roof and a caravan on the back (like this writer's parents regularly did) and it'll look like a mobile artillery unit. Instead of the lashings of chrome on the W123, huge rubber bumpers bookend the subtly stylish Volvo. It's not quite as elegant as the Merc, but through modern eyes its simple three-box design has a charm all of its own.
Step inside and it's rather more austere than the Merc – black plastic abounds and on some examples there's foam covering the door card. Your writer once spent a long trip to Cumbria dismantling this covering, rather than paying attention to the Lake District's spectacular vistas, much to the chagrin of my father. However, it's all solid stuff, and a 240 is comfortable place to be for long journeys. 
The diesel engines are as strong as the build quality, though perhaps not quite as refined as the Mercedes equivalents. From memory motorways could be particularly deafening. But these units will last forever, if properly maintained, with many thousands of happy family motoring miles easily dealt with. Just don't expect rocketship performance – well, unless you take it drifting, like these guys.

For those of you not fantasising about a 240 vs 123 drift race – and why not? – the 240 isn't quite as pleasing to drive as the Merc; engineered for safety it's much more likely to understeer. It's a heavy and vague beast to manoeuvre, and fairly prone to wearing out forearms and clutches when reversing caravans onto pitches – just ask my dad. But it's not a sports car, and much of its appeal is because it isn't. It's as dependable and as loveable as a labrador (as common a 240 occupant as an antique kitchen dresser or six screechingly cheerful children plus one near-deaf parent) – and for that, we should cherish this faithful servant of families across the world. This fairly late-model one looks good value. 

Summary
The Volvo is well-loved by its committed enthusiasts, but outside of that circle it's not reached the classic desirability. The very reasons for its popularity – pragmatism over the W123's idealism – are the reason why it's available so cheaply compared to its German rival. Both may not offer epic levels of thrust or Lotus Elise-esque cornering finesse, but they're more than just cars – they're firm family members, and both deserve to be respected and loved for that.

If you owned one, your parents had one or you use one now, let us know below – we'd love to see it.

JAGUAR XJ PERKS UP

I’ve long been a fan of the Jaguar XJ, particularly the Series 1 and 2 cars. Such elegant styling and refinement was the best in the world, undermined by build quality issues. That, and sheer weight of numbers, explains why these cars took a long time to be appreciated as classics. But meticulous ownership lets their best qualities shine and combines with reduced numbers to change perceptions. 

It’s most acute with the XJ12C, with good examples making mid-twenties to mid-thirties. We’re still working out how much trickle down there will be to the four-door cars, but tempted to head for the classifieds in search of a good Series 1 – with six or twelve cylinders – before they climb out of reach.

Buying advice and market analysis is part of 16 pages of buying information in every issue of Classic Cars magazine, including Quentin Willson’s Smart Buys, Russ Smith’s Market Watch, in-depth buying guides and Ads on Test.

 

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MY NAME’S SIR MICHAEL CAINE: TOP 5 CAINE MOTORS

< All Blogs

Sir Michael Caine turned 83 last week, so to celebrate our favourite cockney icon in true petrol head form, we run down the top five vehicles lucky enough to have the bloody doors blown off by Alfie himself.

You wouldn't want to blow the bloody doors off Michael Caine's Rolls-Royce.

You wouldn't want to blow the bloody doors off Michael Caine's Rolls-Royce.

Sir Michael Caine isn’t what you would call a car enthusiast. Passing his driving test in 1983 at the age of 50, and hanging up the driving gloves after his 70th birthday, the Italian Job superstar hasn’t fallen for our four-wheel friends in the same manner as ice-cool heroes before him. Not that he didn’t try putting his foot down (to lose them easy) previously, having tried to hang ‘L’ plates on his Rolls-Royce back in the late 1960s. Sadly, the insurance company told him to think otherwise - his insurance premium could have credited a chauffeur twice over. So, that’s exactly what he did. 

Growing up throughout the Second World War where cars were scarce, before then relying on the well-connected London transport system, Sir Caine never really had a need for a car. Not until moving to Los Angles, that is. 

‘It was weird. Before I took the test, the man said the guy who would be doing the test was sitting outside in the car and that I would only speak to him to say good morning.’ Caine said in an interview, ‘There would be no normal conversation - he would give me instructions, I would listen to him and that was that. There would be no personal remarks whatsoever.’ 

‘I got in the car and the guy looked at me and went, ‘I loved you in The Man Who Would Be King. You’re going to have be s*** to not pass this test.’ 

 

5. Lada Niva

Back in 1995, swinging sixties spy Harry Palmer returned with a made-for-television film Bullet to Beijing.  Although being crap in almost every way, besides the presence of Michael Caine, the only saving grace was a rather nifty scene with Caine behind the wheel of a Lada Niva.  His Italian Job Minis may have skipped down the stairs, but his Lada bounces up them with ease. Alongside the chase below and that epic handbrake turn with a Rover SD1 in The Forth Protocol - if you are late for a train, Sir Michael will get you there. 

4.  Alfa Romeo Montreal

Almost as stylish as Caine himself, his character's choice of wheels in The Marseille Contract is nothing short of exquisite.  Is there anything quite like watching an Alfa Romeo Montreal wafting throughout the hills of France? How about an Alfa Montreal chasing a rather tasty looking female in a Porsche 911? The salivating is flowing strong, so lets watch the chase - replicated in James Bond adventure Goldeneye, don’t cha know. 

3.  Ford Cortina Mk II

There are various cars given abuse throughout the 1971 revenge flick Get Carter, including a drowned Sunbeam Alpine and a rammed Jaguar MK II, but the star of the show is actually as humble as Carter himself. Jack Carter pilots about in a Ford Cortina Mk II - which appears more menacing that you would give it credit for. And, after murdering someone as in the clip below, who would suspect a Ford Cortina as it blends into everyday traffic with ease? Caine also used a Cortina Mk II in Billion Dollar Brain, although that one sank - and it’s nothing to do with the panel gaps… 

2. Aston Martin DB4

While The Italian Job is ultimately famous for its Mini Cooper action; Sir Caine is never actually in the driving seat. What he does drive is an Aston Martin DB4 - although it meets a rather nasty end rolling down the side of a mountain in the Alps. Speculation goes on that the car pushed over the edge on film was actually a Lancia - not that the Aston was spared. Its tumble down the mountain was apparently unsatisfactory, according to the director. 

1.   Rolls-Royce 

After transcending from struggling, penniless actor to jet-set movie star, Sir Michael understandably wanted to splash out on a Rolls-Royce. Brushed off by a toffee-nosed salesman - clearly not a cinemagoer - Caine confidently walked to another dealership and purchased a bright yellow example, but not before extracting some revenge. 

Caine admits he was dressed rather scruffily, and wound the salesman up by unrolling a Saturday morning shopping list consisting of: ‘Razor blades, toothpaste, Rolls-Royce, eggs…’ 

As the salesman behaved in a further irritated manner, eventually he told Caine to leave the showroom. Although he did, he returned not long after. Parking his new purchase outside the first establishment, Caine walked in with his Get Carter persona and told them exactly what he thought of them - with sign language and a big grin spread from ear to ear.  Despite the dealers behaviour, Caine still holds a soft spot for Rolls-Royce vehicles. Not that he drive them anymore - he has a chauffeur for that…  

TOP 10 CLASSIC CARS TO RESTORE IN 2015

Top 10 classic cars to restore in 2015

Top 10 classic cars to restore in 2015

Thinking of a hot New Year restoration project? Russ Smith highlights money-makers for workshop addicts.

Classic car values have risen so much in the last five years that restoring one no longer has to be a labour of love that means waving goodbye to a chunk of money. Of course it still can be, but if you pick the right model, and buy with care, you can at least break even when you come to sell, or perhaps even make a small profit. 
We’ve picked out 10 that should fit that bill, though in most cases it will involve doing much of the work yourself. Then again, that is surely one of the joys of classic car ownership. There are also a couple, at the higher end of the market, that you can have professionally restored and still potentially see a profit from – assuming the market continues with its current trend.
What you should do before getting involved with a project is to really bone up on the cars you are interested in. Swallow every bit of information you can get your hands on, and seek advice on anything that remains unclear or a worry. Some of the internet forums can be very good for that – and also later on when you come up against a problem that has you baffled. 

Ferrari Dino 246 GT/GTS
Project: £80k+
Concours: £300k

Though it’s not impossible to restore a Dino 246GT/GTS yourself, don’t think you can step up to one from having done an MGB or Triumph Spitfire – that would be a bit like turning out for Spurs after scoring a few goals for a Sunday league pub team. Any Ferrari is Premier League on the scale of difficulty.
But if you have the budget for a Dino, you could have one restored to your specification by a specialist for less than the cost of buying one ready to drive. I know that means waiting a year or so, but you will have the pleasure of seeing it go together, and be the first person to drive your freshly restored beauty.
And it really can be done, and for a profit, too. A chap I know recently had a Dino GTS project he tracked down rebuilt at great expense by perhaps the UK’s leading restorer of them. When it was finished he immediately got an offer he couldn’t refuse, for significantly more than the cost of buying the car and having it restored. He’s now found another Dino project car and, guess what, he’s started the entire process again.
So it can be done, and even though the number of Dinos left to be restored is a fast shrinking pool, they are still out there. Expect to pay more than £80,000, though, even for a basket case, but pretty much anything can be considered restorable. Just make sure it’s complete, as tracking down missing parts is harder than replacing missing metal.


Mini Cooper 998 (pre-’71)
Project: £4500
Concours: £17,500

The Mini is another perfect subject for the home restorer to tackle. They are small, pretty simple, and the parts supply for them is better than for a fair number of modern cars – almost anything you want can be on your doorstep tomorrow, without breaking the bank. But when rust takes hold, it really becomes a major problem.
I’ve focused my attention on early non-S Coopers, as anything with a Cooper badge is always going to be desirable. But these are much more affordable, and are less likely to have been faked than a Cooper S that’s worth around £10,000 more. It’s still possible though, so again do your homework so you know how to tell the real thing, and don’t buy anything without continuous history. You might not be bothered, but you can bet the next buyer will once it’s restored and you want top dollar. Provenance for a classic is like having the box a model car came in.
Then there’s the question of originality; a thorny one, as so many Minis have been tweaked and personalised over time by their many owners. It was almost a rite of passage at once and it hasn’t really stopped. But to attract serious buyers now, they need to be as John Cooper intended. Mind you, any tuning parts you do take off will doubtless find a willing home and add to your restoration funds.
Projects can be found for £4500, while restored Coopers currently fetch £15,000-£17,500, but we’re willing to bet they’ll be £20k cars sometime soon.


Porsche 911 SC
Project: £8000
Concours: £26,500

No need to rush with building this one, but get in quick with buying one before the prices go up any more. And go up they will; with all pre-1973 911s now seriously sought-after there’s a knock-on effect starting to run right down the years. SCs are already picking up and they have a lot of advantages, not least that they’re very rust resistant. By now you can expect to find some, but this is another world compared with most other cars of a similar age – you simply don’t have to spend all your time and resources worrying about the bodywork.
So what we have here is the perhaps more agreeable experience of concentrating on the cosmetic and mechanical aspects of car restoration, perhaps even while still using the car – at least some of the time.
Dig around and you should be able to find scruffier examples, though still with a valid MoT, for as little as £8000. Even if it needs engine work, paint and some interior refurbishment, you should still come out ahead. At the moment the best SCs are selling for upwards of £25,000 but asking prices are straying into £30k territory. Originality will be key, so avoid anything with later upgrades unless it’s cheap and you plan to return it to original spec.


Ford Mustang 1964-’66
Project: £7000
Concours: £30,000

One of very few American cars that is accepted as OK in Europe, the First series Mustang has gained extra credibility since passing its 50th birthday in 2014. It doesn’t hurt that they look so good in the Goodwood Revival pre-1966 car park, and serious collectors are now snapping them up. Which has strengthened prices – at least of Fastback and Convertible models; the notchback Coupés come a distant third at around two-thirds the value of the others so probably don’t qualify for our brief.
A V8 engine is a must, even if the car was originally a six-cylinder, though of course there’s a premium for cars with original running gear. They’re uncomplicated and there’s a good spares situation for these cars. Thanks to long-term icon status back home, there’s practically nothing you can’t get for an early Mustang. Try $200 for a front wing, $38 for a sill and $332 for a complete door, all of which convert roughly to the same in sterling with shipping and tax.
Prices for convertibles and fastbacks now regularly top £30,000 and are rising, and you can buy projects for well under £10k. With a growing call for originality, it’s worth looking at returning previously customised cars to standard – they can be cheaper to buy, so check the classified in custom and American car magazines. Importing from the US can also make financial sense.


Lotus Elan
Project: £7500
Concours: £26,500

A Lotus Elan has to be the perfect candidate for home restoration as most of them were supplied in kit form to be completed at home in the first place. You might need to learn some new skills to properly deal with any damage – through impact or age – to the glassfibre body, but it’s no harder than dealing with conventional steel body repairs. 
Another plus is that they don’t take up much space in your garage so easy to work round.Unless it has already been replaced, the car will be quite likely to need a new chassis as they are notorious for rusting, especially around the front suspension towers. But a brand new galvanised chassis (so the problem won’t occur) will set you back less than £2000.
While the car’s apart, some level of engine refurbishment would be wise, so budget £3000-£5000 for that. But when you can buy a project for £7500-£12,000, and a well finished car is now worth upwards of £30,000, there’s quite a bit of scope for expenditure, even after you factor in the cost of a professional paint job.
If you have a choice, go for an earlier Elan as they are rarer and likely to increase in value more than later cars over time. Dropheads are worth more than Coupés, but that’s both before restoration and after, so it can be a matter of preference. For any Elan, though, make sure what you buy is as complete as possible and fully documented, as some parts can be hard to get and most are expensive.


Jaguar XK120-150
Project: £35,000
Concours: £125,000

This one’s going to be a little trickier as if you just loaded one onto a trailer and pointed it at a professional restorer the resulting bill is likely to be in the region of £120-130k. Only the XK150 3.8Ss and XKs with special history are at that level, though the market is rising, especially for UK right-hand drive cars. If you’ve had some restoration experience and fancy doing the work yourself, those costs can be brought down to more acceptable levels.
You will need to carefully pick the right car though, so extra hours of teaching yourself to be an expert – as mentioned in the intro – will pay dividends. Worthwhile projects can be had in the £15-20k range, though you’ll have to pay more for anything special, either in model designation or condition. A lot of those will be imports though, which won’t command the prices when finished – at least at home – even if you do convert to right-hand drive. Then the car will lose its appeal in foreign markets. Focus on keeping things standard. Similar applies to non-original engines or gearboxes, though perversely other upgrades like brakes or suspension seem to upset no one at all, at least at the moment. Be aware that the European market has veered towards dropheads in preference to roadsters as they are more practical, and the small cockpit of the XK120 limits its appeal.


Morris Minor Convertible
Project: £1600
Concours: £12,000

If you are looking for pretty much the ultimate first-time home restoration project there are few better cars to start with than a Morris Minor – I know because I did just that, and have restored several since. They are supremely easy to work on, not least because so much of them unbolts, and parts supply is excellent and affordable.
From the angle we’re looking at here the Convertible is the model to go for. Saloons are only worth half as much when finished, and the charismatic Traveller – which can match the soft-top in value – has greater potential for cost and complexity thanks to all that wood in the structure, which is more expensive to replace than steel. 
A restored Convertible recently fetched £12,880 at an Historics at Brooklands’ sale, and that’s a fair indication of where the market’s at for these. Expect to pay around £1500 for a decent project, and the sounder it is to start with the better. 
From a restoration point of view, places it’s preferable not to find serious rot are front chassis legs, central crossmember and A-pillars. All these areas are fixable, but it’s a bonus for you in terms of time and cost if you don’t have to.
It’s really important to make sure you buy a genuine Convertible and not a chopped saloon. Kits have been around for decades, and even though the result is convincing, they aren’t worth as much as the real thing. The chassis number (check that on the car and the V5C) will confirm true identity. 


Alfa Romeo GTV 1750/2000
Project: £6000
Concours: £29,500

If you are feeling a bit adventurous, there’s mileage in importing GTVs from South Africa – where they were assembled new and were popular so many have survived – and refurbishing them. In fact there must be because several people do just that and make a living from it. A quick search of the internet revealed several suitable cars in the £4000-£6000 range, all still drivers and one with plenty of new parts and quite a bit of work already done to it. Consider that against UK prices that are in the high twenties for top ones, there’s a strong following so they sell quickly.
It’s a discerning market, though, so they do need to be done well using the right parts and specialists, with plenty of attention to detailing and panel fit.
The big plus with these cars is that they are remarkably well supported by specialists for an Italian car of their era. The comprehensive parts supply from companies like Classic Alfa and Alfaholics isn’t far off the level enjoyed by MG owners, though some of the prices can be somewhat higher.
The game with these is won and lost on the body, so start with something as straight as possible, and remember that parts of South Africa can be pretty wet, so rust can still be an issue there, even if you’re shipping from a dry area. Also it essential to make sure what you buy is a genuine GTV, and not the cheaper GT Junior fitted with a two-litre engine and twin headlamps. Some swotting up on chassis numbers and advice from the Alfa Romeo Owners Club should make that easy enough.


Triumph TR2-3A
Project: £7250
Concours: £29,500

A steady stream of restorable early TRs continues to flow in from America, thanks to decent exchange rates, so you can still pick up a restorable and probably complete TR2-3A for less than £7000. As a freshly done one can fetch up to £30,000 (and prices are still rising for these) that leaves spending room for someone willing to do the work themselves.
And few cars are better suited to the home restorer. All the outer panels bolt on, there’s a separate chassis, and the technology employed to create these entertaining cars borders on agricultural – in the best possible way, of course.
Parts supply is excellent thanks to specialists like TRGB and Moss, and at affordable prices too: you can retrim the entire cockpit for less than £1000, a reconditioned engine is £3000, and there isn’t a lot of chrome to worry about. That leaves enough in hand that you could even buy in some help with all the welding to body structure and chassis that’s bound to need doing. Though that will be reduced if you can find a genuine ‘dry-state’ car. 
Conversion from left- to right-hand drive is straightforward, and can even include upgrade to a rack-and-pinion set-up, which transforms feel. Do check the body carefully: a lot of imports turn out to be hiding lots of filler from past impact damage under their many coats of paint. Take a magnet.

Lancia Aurelia B20GT
Project: £36,000
Concours: £115,000

The groundbreaking Aurelia GT is a thing of beauty both bodily and mechanically – and the first European production car to be fitted with a V6 engine. They are also popular in the UK as, thanks to a peculiar Italian tradition that died out in the 1950s, most were built in right-hand drive.
But the Aurelia appears here as it is one of the few cars in the sub-£300,000 range that you can have restored by a specialist for less than the difference in value between a top example and a project car. That difference currently stands at around £75,000 – the gap between £35k and £110k. As an indication of where the money goes, a body rebuild should be no more than £10,000-£12,000, add £5000 for paint, £3500 for chrome and £10-12k if the engine and ‘box need rebuilding. 
Of course this isn’t a secret, so assuming you have the budget, the hardest part is going to be tracking down a suitable project car. They are still out there, though you may have to look abroad, but do remember that Lancia only built 3861 Aurelia GTs in the first place, so they were never plentiful. Such exclusivity never hurts long-term values though.
Despite the low numbers there were six series built, and the most sought after are Third and Fourth Series. Later cars were more refined but heavier and less fun to drive, and are worth perhaps ten per cent less.