PROJECT OF THE WEEK: CITROËN 2CV

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It was a friend to the peace loving generation, James Bond outran the bad guys in one and it captivates the spirit of French motoring. It is, to be frank, an iconic piece of economical motoring history. Here is one you should save.

Here is one you should save: Citroën 2CV

Designed before World War 2 and conceived to help motorise the rural population of France, the utilitarian design masked a car that was very, very clever. Featuring interconnected suspension and an indefatigable two-cylinder air cooled engine capable of running at full revs for weeks before so much as coughing, it was quite simply a revelation.

Although considered ugly when launched during 1948, it soon found a vast number of enthusiasts worldwide. Throughout its 52-year long life span nothing really changed - except for the introduction of the 2CV6.

For someone jumping into one from a modern car, it will seem like an alien world - the gear changes are unique with a pull-push system and the ride quality is lairy to say the least - but the seats are comfortable, it’ll run all day long and the pull-back roof set the way for manufacturers to follow in making cars fun.

This one holds the famous multi-coloured body panel with only two previous owners. It’s been in storage since 2010, holds only 65,745 miles from new and was first registered in February 1988.

All this French beauty requires before an MoT can be granted are some new tyres, indicators, seatbelt anchors and windscreen washers.

It will also require a new chassis - but with the 2CV’s simple design this isn’t a task to make you wish you had never been born.

But why should you save this vehicle? There are few cars to cause a grin or laugh when clapping eyes on one every single time - but the 2CV will spread happiness to all in its presence. It is also huge fun, cheap to use and run and maintain and won’t break the bank when you need to send it in for garage surgery.

Parts and owners clubs are incredible easy to find - and once you have brought this example back to former glory, you’ll have a friend for life.

PROJECT OF THE WEEK: 1975 TRIUMPH STAG

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The clock is ticking - this Stag needs a new home before the month is out. Still drooling after a Triumph Stag? This is your chance to bring a cracking project back to the road, but you'll need to be quick…

Why should you give this car a home? Well, besides the reasoning in last week's British Beef for Sunday Lunch, the Triumph Stag is utterly gorgeous, elegant, desirable and capable of producing a sound so beautiful grown men will weep for miles around. You will be hard pushed to find a classic roadster that offers this much excitement on this kind of budget.

Judging by the last tax disc, this particular Stag hasn’t been on the road for over twenty years now. Chances are it’s been in storage ever since, hidden away as of 1995 and crying out for a return to the open road.

The current owner is moving house in under a month, leaving the car with no storage prospects. Realising that this particular example requires the attention of a Triumph enthusiast, it’s up for re-homing or else faces the prospect of the dreaded weigh-in.

This particular project will require a full strip down, with some welding and would probably benefit from a bare metal respray. However, while this sounds like a lot to take on, it delivers the opportunity to change the colour as you see fit and work out any mechanical niggles from the get-go; leaving you with the perfect roadster once completed.

With basic running gear, supportive clubs and experts dotted up and down the country, you don’t need to be an experienced mechanic to rescue this Stag from rotting away.

It’s sold as seen, with the V5C available, and open to realistic offers - around the £1750 mark.

FORGOTTEN FILM VEHICLE: FOR YOUR EYES ONLY CITROEN 2CV6

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You could forgive Bond’s bemused facial expression upon catching sight of his escape vehicle during 1981s ‘For Your Eyes Only’. Having just lost his Lotus Esprit to a rather nasty explosion and with an armada of angry henchman on his tail, the Citroen 2CV was hardly a suitable means of flight. Yet, it put up a battle even Bond could be proud of.

The Citroen 2CV is as basic and charming as a motor vehicle can get, equipped with pretty much nothing bar a speedometer, some seats, a steering wheel and a gearstick; long distance journeys and speedy getaways are pretty much a no-no. Yet, Roger Moore’s 007 comes to rely on France’s most iconic motor vehicle to flee for his life from not just one car, but two.

Originally arriving with his beloved Esprit, after being saved by a rather divine Carole Bouquet, he watches in horror as an anti-theft device destroys the Lotus as some, albeit unbeknown to them, doomed car thieves attempt to break in through the passenger window.

Picking up Melina Havelock (Bouquet) en route, she takes Bond to her car, which just happens to be a Citroen 2CV6. Somewhat less glamorous than 007 is accustomed too.

After a bashing and a complete roll-over, Bond takes the wheel and dispatches two Peugeot 504s before darting down the mountainside to safety. Not before he completely trashes the little deux chevoux first, you understand - this is a james Bond movie.

Undertaking J-turns, slides and picking fights with the hillside, trucks, trees, rocks and local villages, the sparse 2CV6 asserts itself as top dog.

We have a special 007 edition 2CV6 from 1982 currently available on CCFS.

Just don’t try this at home:

DREAM CAR FRIDAY - THE FORD CAPRI MK3

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For those who grew up in the late 1970’s and early 80’s, the Capri was an icon. Seen on the telly every week with Bodie and Doyle in The Professionals, flung around town by John Wayne in Brannigan and adorning walls in poster form across the country; it was a legitimate dream for young drivers. Unlike a Ferrari, it was affordable and cheap to run and when it ultimately ended up on its roof or into a tree upon one hand brake turn too many, it was fixable or replaceable on a budget.

The Capri had been around for nearly a decade by the time, in 1977, the final and ultimate model arrived with minimal effort input from Fords technicians and designers. All of the issues from the Mk2, with some still unresolved from the Mk1, were put right with a re-invigorated front end designed to look mean, moody and downright tough. This was a re-introduction for the public to the Ford styling department; proving they hadn’t lost their edge.

As had originally been the case, the Capri once again rose to take the throne as the youngsters wheels of choice. The ‘S’ version literally killed all opposition with the 3 litre model being the performance and styling bargain of the 1980’s, no rival manufacturer could touch it for pedigree, looks and excitement. Critics called the engine old and decrepit, but it delivered the goods like no new engine could.

Father time wasn’t kind to the Capri however, as the 1980’s wore on the Capri was beginning to look dated. The by-gone era hangover was over. Swirly carpets and kipper ties were being replaced by modern and slick designs, heavily affecting the car industry. Japanese imports were suffocating the crippled British Leyland with their out-dated Itals and MGBs; the old-classics so loved by all were being killed off in their droves - but the Capri didn’t go down without a fight. In fact, it proved how old-school was best.

In order to keep the Capri alive against the encroaching hot hatches, the original engine unit was dropped to be replaced by the ‘Cologne’ V6. This was responsible not just for a re-surge in Capri popularity but also for the coolest Capri of the lot: The Capri Injection. If you can find one in ‘Laser’ trim level then you’ve got one worthy investment.

At 160 bhp and reaching 60mph in 7.7 seconds, the Capri was punching well above its weight. The snobbish BMW’s and Italians were being kicked about by the council scheme equivalent in spectacular fashion, a final hurrah for the British Mustang equivalent. Seeing out old age with a series of special editions, heavily past their sell by date in an era of digital engine management, the final Capri left the factory in 1987. The book was finally shut on the defining vehicle of Britain’s transition from 70’s style towards the new millennium.

Whatever the prejudice, the Capri enjoyed booming success in the UK and the car even received a stay of execution due to British enthusiasm, with the final 14 months’ production being exclusively right-hand-drive.

So, what to look for when buying one?

Forget expensive add on’s – the cabins have wind-up windows and ergonomically challenging controls with grey colour coded everything. But the interior isn’t why you buy this car, simply blipping the throttle sends a chill down the spine – as the huge lump of engine kicks itself into life. Driving one makes you wish for curly Martin Shaw hair and a pumping car chase theme song. The torque is tank like, which often found differentials life spans being cut tragically short.

It’s a thirsty car though, with the small fuel tank covering only 180 miles before kicking you in the head and running away with your wallet. 20mpg is just about achievable if you turn the engine off and push it yourself. Broken road surfaces will shatter your loose fillings and numerous rattles and creaks will omit from behind, above and underneath you. But don’t panic, this is normal for a Capri of this age. Rust is a common plague, under the sills and wings often crumbling away to nothing. It’s advisable to check the whole car for bodged teenage repairs too.

This certainly isn’t an every day commuter unless your wallets as deep as the philosophy spouted from Stephen Hawking, but as all old school Fords have a huge following and its value has already shot up for decent examples, as a fun Sunday alternative and as an investment, you can’t go wrong.

You’ll need £4k for a decent example. Very soon that’ll be double figures.

Catch the Capri in action with this 70s-tastic car chase from The Professionals:

DREAM CAR FRIDAY: MERCEDES-BENZ 190

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Today, the 190 is finding favour in the world of classic cars – thanks to its huge array of engines, tank-like build quality and unquestionable dependability. It survived the worst of the 1970s and is now worthy of dream car status – you'd be lying if you claimed never to have dreamt of a Mercedes Saloon…

In the late 1970’s the stock market was a mess. Over an 18-month period, the market lost 40% of its value. Unemployment figures reached double-digit percentages. The American Banks ‘easy money policies’ were causing dangerous worldwide inflation to such a degree that people were being priced out of purchasing a car and owning their home. Highly ironic, as these policies were designed to help create full employment.

The car market was in serious trouble too; British Leyland were spiralling into bankruptcy, Fords cost cutting procedures in America resulted in millions of Dollars worth of lawsuits as the Ford Pinto became known as a mass murderer, while new safety regulations were strangling profits so severely that the world lost the likes of the classic design Ferrari, Jaguar and Delorean. Although the stock market wasn’t solely responsible for the latter…

It was during this dark and scary period that Mercedes-Benz decided it was time to add a third model range to its line of luxury, petrol guzzling automobiles. This sounds like the plan of someone sensibly unbalanced - not long after the Suez Oil Crisis had almost brought Europe to a standstill - but it was in fact a stroke of genius. The company from deepest Stuttgart decided that the new model should sit below the insanely popular W123 range – knowing that if the state of the world economy should fall into a dire situation then they would have a model waiting in the wings to keep the company afloat.

Luckily, the recession was in no way as nasty as it could have been. This left Mercedes free to develop the new model, dubbed the 190, to take on its rivals; the biggest target being the BMW 3-series. In a production run that lasted well over a decade from 1973, two million vehicles were built as its popularity hit fever pitch. The build quality was solid, Mercedes Design Chief Bruno Sacco orchestrated the looks himself and it was as reliable as the day is long.

So, it’s a fairy tale story that leaves these fantastic vehicles for us to savor and enjoy for bargain prices? Well, not entirely. As much as old Mercedes are renowned for being Land Rover like in their indestructibility, time and harsh treatment has led to serious mechanical problems…and not everything was perfect as they rolled out of the factory over 30 years ago.

Depending on what options the original owner requested, the hard and flat seats are not exactly comfortable for everyone, while the manual gearbox was clumsy compared to the likes of the Audi or the BMW. Owners complained of the boot lid being ‘tinny’ and the single arm wiper mechanism frequently refusing to wipe the windscreen, the necessary greasing of the wiper mechanism not covered in the usual Mercedes service. Timing chains on pre-facelift models liked to snap completely, while the first run of face lifted vehicles were used to get rid of faulty ‘simplex’ engines.

These issues are hardly worth writing home about however, as the benefits of the car are incredible. Besides the high build quality, the automatic gearboxes are still held in regard as the best of the decade while the interiors are hard wearing and the mechanics run as smooth as Elizabeth Taylor’s vocals.

The team here at CCFS have numerous cars parked in the oil-stained car park. Ranging from Porsches, Volkswagens, Land Rovers, Fiats and Audis to Austin Allegros, Triumph 2000s, Rover P6s and Jaguar E-Types. We are a bunch of petrol heads – and we heartily recommend the Mercedes 190. To point out how significant this revelation is, we never all agree on any car. Ever.

Except this one.

So, what to look for when buying one? Tempted by numerous examples for just over £1k, we’ve found that, if looking at an ‘F’ or ‘G’ registration 190 or 190E, its wise to open the oil filler cap and check the timing chain underneath. The system for recognizing what chain type is used is simply:
‘Simplex’ – Single Link. The Simplex chain needs changed every 70,000 miles.
‘Duplex’ – Double Link. These are almost indestructible.

Cars more than 20 years old can hide huge amounts of rust under the paintwork, they can also house clonking autoboxes and spew noise from rear axles. Check the power steering as it can leak and many have suffered kerb damage to the front suspension – the prime way to detect this is through uneven front tyre ware. Uneven tyre ware is also a sign that it may have been crashed and botched back together – leaving you to drive a timely death trap.

If one has caught your eye and is high mileage, check the records to ensure oil changes at least every 5,000 miles. Unfortunately, clocking of the Mercedes 190 is extremely common and therefore we recommend that you examine any documents the car may come with. If it comes with none at all, walk away. It’s probably had a body in the boot, too.

Wiper arms are a common problem, lube with graphite oil under the flap based at the bottom of the arm. Seats can collapse with age and the usual issues of an old car are very much apparent. But, hey, any car of any age can have issues.

And there we have it. For a car pushing 30 years old, nothing much gets to them except owner misuse. We heartily endorse the Mercedes 190 – not only is it fun to drive, classy, fast, robust, reliable, fairly economical and spacious but also cheap to buy and not necessarily expensive to run.

Above all, it’s a Mercedes, a cheap Mercedes – one that’s aging much slower than it’s rivals from the time.

Buy one? Hell yes. The only reason none of us have is because we don’t have any space left to keep one. As soon as one of our cars move on, we know exactly what we’ll be getting…

DREAM CAR FRIDAY: JENSEN CV8

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It may look as though it’s fresh from a 1960s fantasy film and be wholly unusual, but Jensen’s fibreglass bodied road rocket is not only outstanding - it also holds a truly remarkable speed record.

The CV8 feels quick, being lighter than any of the heavy-set Jensen models before it. Cornering fast and flat with a comfortably firm ride and an overall sporty feel, the CV8 also sounds wonderfully gutsy. However, it’s the styling that catches your attention most - the nose and headlamp arrangement screaming out for your attention in the subtlest way possible.

The interior is a fascinating place to sit, engulfed in period-detailing and enveloped by stitched leather that feels exclusive - from the sculpted steering wheel right through to the bucket feel of the rear seats, this car feels expensive and ultimately special.

It also holds a rather special land-speed record; on the Duxford airfield during a shoot for Classic Cars magazine, a rather brave individual towed a Sprite Musketeer along at a rather frightening 101.9mph - topping the previous record by an entire five miles an hour.

A further record was set by the MKIII CV8 during its launch in 1965, lapping Snetterton with F1 ace Riy Salvadori - setting a new British 24-hour distance record of 1866 miles - an average speed of 77.75 mph.

This was perfect publicity for the vehicle, but the MKIII only reigned for a short time; as the monstrous Interceptor was soon to prowl the scene.

DREAM CAR FRIDAY: BMW E30

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Germany. The home of the Nürburgring, Michael Schumacher, Sebastian Vettel, Sabine Schmitz, Michele Mouton and three of the world’s fastest production vehicles . Germany is in love with the car.

It is only natural then that this is also the country that pumps out technological advancement after motoring marvel. Mercedes Benz, Audi, Volkswagen, Porsche, BMW and all of the car brands under these umbrellas are all supported by relentless reliability, an air of indestructability and a sporting pedigree.

And that’s exactly what the BMW 3 Series E30 has, in spade loads. On top of that, values are set to sky rocket up to £14,000 (€17,000) in as little as four years from now. You can pick one up today for as little as £600; not to say that at this bargain price it’s going to be in good condition. For this money think more along the lines of a teenagers modified, and once wrapped around a tree, monstrosity. A good condition E30 will need a budget around the £2k mark. A lot of money to pluck out if you even have it in the first place, but not only is this very wise monetary investment indeed - it will restore your passion for driving, guaranteed.

BMW’s are often driven, as Jeremy Clarkson says, "to the max by drivers on a budget." For this reason alone it’s imperative that you make sure the E30 comes with at least a smidge of a service history – with the cars age it should be quite a size and will help you sell it once it’s worth its weight in gold. If you can get your hands on a convertible in good nick, book your expensive holiday to the Caribbean for around five years’ time – the price tag on a good condition E30 is likely to rise faster than any other convertible on the market.

While the E30 is fun, inexpensive and aging gracefully; there are traits to watch for bar a lifetime of abuse. The sills and wheel arches rust badly and are often botched on repair by a DIY mechanic or shifty garage. Fixing this up can cost in excess of a grand. A further problem is the fuel pump, which falls apart like Justin Bieber under police questioning around the 90,000 mile mark – nearly all of these vehicles will have that sitting on the odometer. If it sounds like Brian Blessed is humming in the back seats then your fuel pump is on its last legs. Oil seals also perish young and if the E30 omits blue-ish smoke out of the exhaust then you’re in trouble.

Engine noise may indicate worn valve gear due to neglected oil changes. Prime candidate for fully synthetic oil, but if the engine is old don’t suddenly switch from whatever is in there to synthetic. Unless you fancy the idea of potential sleepless nights as the car slowly ruins your life.

The upper models in the range, with their power derived from a straight-six paired with rear wheel drive and perfectly balanced handling, are the ones to find. Nothing gets you closer to an untainted drivers experience than a pure-bred BMW; and this one is the daddy. Wild over steer was curbed from previous models, even if wet weather will still scare the hell out of you, and the engine, although not particularly frugal, doesn’t drink like a fish. The space in the front is ample even for Michael Jordan but as the front seats are huge, legroom in the back isn’t comfortable for anyone who doesn’t have paper thin legs.

Rapidly disappearing from the UK’s roads, grab a good one now – values are on the up big time. The potential is here to make 4 times the amount you buy it for, perhaps investing in some more E30s?

CLASH OF THE CLASSICS - LOTUS ESPRIT VS FERRARI 308

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When F1 foes rally on the racetrack, us petrol heads receive machines to salivate over for the road. Here we have two examples - the Ferrari 308 and the Lotus Esprit Turbo - but which one is podium champion?

This is like pitting 007 against Magnum PI - both hold presence upon arrival and both will beat the bajesus out of you when the time calls. The cars are pretty much the same - so, which one would you prefer punch you in the face and run off with your wallet? Time to find out in this weeks Clash of the Classics.

The Looks

Oh boy, the 70s designs are strong with these two. Wedge was in - and these both rock the wedge look with splendour.

Strangely, the Esprit hasn’t dated badly at all - still looking rather modern in comparison to other 1970s offerings. So what if there are panel gaps large enough to plant a flag, and so what if the rear lights are upside down Rover SD1 units and the door handles belong to a Morris Marina? The Lotus Esprit looks utterly amazing.

However, the Ferrari is no automotive dogs-dinner in comparison - it works with a sharp nose and blunt tail, akin to the Lotus, but the difference here is the 308 holds overlapping curves and fine detailing - leaving your jaw open upon first inspection.

Sadly, this battle is so heated we have to pick a winner for the looks round - and as both feature pop up headlights - we find it incredibly tough to do so, but quite frankly, the Lotus is simply too gorgeous to ignore.

The Power

The Esprit uses its 210bhp to propel you and a passenger to 60mph in 5.6 seconds, furthered on to a top speed of 149mph - long before your passenger stops screaming. The 308 works with 255 bhp and can take you 1mph faster (to 150mph) - but the 0-60 time is nearly an entire second slower.

As far as power goes, the Ferrari should win this - but it doesn’t. For using less power to beat the Ferrari at its own game, even if the 308 is ever so slightly faster at top whack, the Lotus bags the power round.

The Handling

Both Lotus and Ferrari have established enviable reputations for holding the road - so this is going to get blood thirsty.

Boiling it down, the Ferrari works with heavier steering but the feeling for the road through the wheel is exemplarily. The Lotus isn’t quite the prancer you would expect - with slightly rubbery steering at low speeds, but it livens up the faster you travel. It too provides excellent feedback, but the downside arrives with wandering about in grooves worn into the roads. The cars width also makes tight cornering tricky.

The Ferrari suffers from a touch of understeer and offers a turning circle to rival a barge, but other than that, it doesn’t disappoint.

A Lotus succumbing to a handling battle? It certainly does here.

The Interior

The Ferrari wins this round hands down. Swathed in red leather and capturing the essence of a proper Ferrari, this interior is nothing short of glorious.

The Lotus isn’t a torturous place to be, but it simply doesn’t capture the same magic the Ferrari offers in bucket loads. The driving position from either one will leave your hair standing on end however, and you will be superbly comfortable - but the Italians certainly know how to make an interior.

Living With Them

Running costs? We’ll leave you to shudder at the thought of early teens per gallon when taking it easy - and single digits when trying to destroy your back tyres.

Parts will carry the usual heavy burden of brand engineering; with the Ferrari likely to reduce you to tears come servicing time. The Lotus won’t be far behind - and if you end up with both we can promise you will suffer a hernia through sheer shock and woe.

It’ll be worth it though - as owners clubs are excellent groups to be a part of and the cars themselves are rewarding - with noise, looks and driving experience guaranteed to put a smile on your face. For this section, it really is stalemate.

Summary

Both of these vehicles are capable of fulfilling dreams and neither will leave you disappointed upon getting behind the wheel and setting off for an epic drive. Simple to drive and vice free, for the money paid the gained experience is hard to beat.

Sadly, we’ve got to pick the top dog and the title is handed over to the Ferrari 308. We would quite happily take both of them should we be able to, however.

BRITISH BEEF FOR SUNDAY LUNCH – THE TRIUMPH STAG

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If a car could sum up all that was good and all that was bad about the British motor industry, it would have to be the Triumph Stag. Where it’s good, it eats rivals for breakfast but where it’s bad, it’s so utterly abysmal that it brings shame on us all. Yet, with an appearance to rival the finest work of art and a noise to die for, the Stag is a prime cut of pure British beef.

There is good news and bad news for those currently searching for an aching beautiful Triumph Stag. The good news is that nearly all the teething issues presented by the vehicles are mostly rectified in the surviving models; the bad news is that good ones are increasing rather dramatically in price.

However, if you stretch the bank balance to reach a Triumph Stag in good condition you’ll be able to enjoy all the Stag has to offer but without the extreme worry of the time bomb under the bonnet. The majority of survivors have been breathed upon by specialists to eliminate that infamous over-heating issue with many being rebuilt to get rid of that BL quality.

With the Stag now proudly standing as it originally should have, its status as a refined and robust grand tourer is well deserved, while maintenance is cheap and DIY jobs are simple. As far as noises go the Stag is almost unsurpassed, it gurgles on tick over and blasts an eye-wateringly gorgeous wave of magnificence when the accelerator is planted.

The noise compliments the speed of the brute, offering a 0-60mph run in 9 seconds, continuing to a top speed near 120mph. Churning out 145bhp at 5500rpm, paired with a three speed automatic gearbox or a manual with overdrive, the Stag cruises along at modern speeds with ease, leaving other drivers envious as you waft past in style and disappear into the distance.

One thing even the repeated mechanical breakdowns when new couldn’t take away from this Triumph was the way it looked. Styled by Giovanni Michelotti and utterly drop dead gorgeous, I can feel confident in my reckoning that no British made convertible or roadster looks better.

Due to its rather nifty performance, comparative rarity and sublime aesthetics the Stag has always been popular; a sizeable club exists with great owner support and a number of specialist suppliers remain dotted all over the country. An estimated 9000 cars remain out of a production run exceeding 25,000, but with popularity continuing to increase as numbers continue to thin, prices won’t stay at this level forever.

BRITISH BEEF FOR SUNDAY LUNCH – THE BRISTOL 405

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Long before the current crop of four-door, long-wheelbase coupés now offered by major plush manufacturers worked their way onto the car scene, the Bristol 405 had it pegged. Effectively a grown-up version of the Bristol 404, the 405 provided innovative thinking back when Anthony Eden was Prime Minister and the world was still in black and white.

British Beef For Sunday Lunch – The Bristol 405

It’s 1953 - the aftermath of the Second World War still forces ration books on the nation as Britain struggles to find its feet. The world is changing, but not fast enough for the petrol heads of the UK - the Jaguar E-Type is still nearly a decade away and the Mini is yet to mobilise the masses. However, it was during 1953 that Bristol unveiled its 405 to the world - and it was rather special. This was a four-door coupé with style like no other car of the time.

Offering a top speed of 110mph from its 105bhp engine, and a 0-60 sprint in 12 seconds, for the standards of the day, the 405 was a mile ahead of any other four-door vehicle. Originally a result of the search for more space without ‘spoiling the concept’, the 405 went on to outsell its predecessor and stamp itself as a significant commercial success.

The 405 was actually available in two forms - the more common four-door saloon and a much rarer 405 drophead coupé. The saloon version was built on the standard Bristol chassis while the coupé, of which only 43 were built, had a body by Abbotts of Farnham with highly tuned 2-litre six-cylinder engines working with advanced valve timing.

The Bristol worked with an improved gearbox set up using a redesigned gear lever, allowing a slick and improved gear change, with an overdrive and front disc brakes as options on later models. It was also the first car manufactured by Bristol to have an opening bootlid, allowing practicality the likes of which Bristol owners had never seen before.

A number of the later examples housed a 2.2 litre engine later used in the forthcoming 406, providing power and speed to match the swept-back looks. They were tough old numbers too, with the survival rates for older Bristols rather low, the 405s updated design (with most of the wood in the body above the waistline) allowed more examples to survive. There are still a number of them about.

TOP 5: JOHN STEED’S MACHINES

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He was the pinnacle of English elegance, who just happened to repeatedly save the world and hold impressive killing skills into the bargain. The graveyard is filled with baddies holding dodgy Russian accents that made the error of underestimating Steed, alongside generations of us who have spent more time than they should have thinking about his sidekicks Emma Peel, Purdy, Cathy Gale and Tara King…

Besides being a connoisseur of fine wines, sophisticated styles, magnificent abodes and a rather lethal bowler hat, John Steed could also spot a quality vehicle when he clapped eyes on one. From his first appearance in an AC Greyhound through his fleeting ownership of a Triumph Herald before settling on the sportiest of the gentleman Bentleys, if you want the finest in British car panache then you need look no further than Steeds garage.

Patrick Macnee sadly passed away earlier this year, so to pay homage to the great actor and the timeless character he created, we run down the top 5 vehicles Steed graced with ownership, some of them picked by Macnee himself.

5. Rover SD1

During the 1970s, The Avengers were back – this time with Joanna Lumley and Gareth Hunt as colleagues. While Purdey drove an MGB and Gambit darted around with his V12 XJS, Steed still led the pack with his sublime Rover SD1. Fast, elegant and tasteful enough for TV’s ultimate grandee, it pretty much destroyed whatever those nasty henchmen would send his way.

Did it go sideways? It sure as hell did, proving enough space in the back for his deadly umbrella into the bargain. You can catch an example of his driving skills below:

You can find Rover SD1 examples for sale here

4. Land Rover Series I

Whenever Steed had to venture into areas that would surely beat his beloved Bentley to death, he switched keys for his Series I Land Rover. Battling dense mud or pursuing villains’ cross-country, Steed and his Land Rover were unstoppable. He would usually have the sides rolled up despite the great British weather, proving that just like the Land Rover itself, Steed was utterly weatherproof.

Loads of Series I Land Rover for sale here

3. 1923 Rolls-Royce Silver Ghost 40/50

It was inevitable that the most British man in the world would end up with the most British car in the world. Oozing style, if this passed you at speed you certainly wouldn’t stand in the way – as that long bonnet would make utter mincemeat of you. Not exactly famous for being chuckable or particularly great at evading henchmen in a car chase, this would never stop John Steed from undertaking a handbrake turn or out running those trying to kill him in twisted ways.

Fancy a Silver Ghost like John Steed? Plenty of them here on Classic Cars For Sale!

2. 1926 Speed Six Bentley

This is the machine everyone remembers Steed driving. These two were made for one another, offering power and grace alongside an imposing presence, with the bank balance of a secret agent on expenses needed to run the darn thing. In fact, when a foe destroys his beloved garaged Bentley during a long-standing battle, Steed goes through the entire range of emotions. First is mourning, second is anger and third is hunting down the offender and watching him die. The fact he kidnapped Joanna Lumley probably didn’t help.

Do you want to be like John Steed with a Bentley Speed Six? Here’s an almost identical example…except for the colour…

1. 1976 Jaguar XJ12 C Broadspeed

This is the daddy. Apart from the fact that Macnee didn’t particularly enjoy driving the XJ12 due to heavy steering and an utterly tail happy rear end, it looks bloody marvellous on screen. From J-turning the beast in a car park to driving at breakneck speed around a race course in pursuit of a driver with a tampered formula racer, this pretty much outran everything. Even a helicopter in one episode…

It’s recently been put up for sale, and despite being in a rather poor condition, it still looks mighty fine.

You might not be able to find an XJ12 Broadspeed for sale, but Steed seemed to love his Jaguars – he had an XJS, too – here's a rather fine example of something he would be proud of.

PROJECT OF THE WEEK - ASTON MARTIN DB6

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You may think the Aston Martin DB5 is the epitome of all that is cool, but the DB6 offers some seriously furthered advantages. Especially this one.

You shouldn’t buy this as an investment – you should save it for the ages and then enjoy driving around in style.

007 may have rocketed the DB5 to legendary status back in the mid-1960s’, but the DB6 was an all-round more sophisticated car. Owned by the likes of Paul McCartney, Mick Jagger, Twiggy and Peter Sellers – the DB6 is considered by many to be the last ‘real’ Aston Martin.

However, when you look at this one, you would be forgiven for imagining that it’s a wreck, it isn’t really - but even if it was, that is half the charm – the other half coming from that glorious body shape and badge.

The maximum speed of the DB6 when shiny and new back in 1969 was 148 mph, offering more space in the back with a 4" increase in wheelbase over previous DB models, the DB6 is known as the friendliest of all the original DB series to drive and live with. It also gave hints to where the company was going; with a ‘softer’ drive and increasingly luxurious interior.

Looking from front on you probably wouldn’t be able to tell the DB5 and DB6 apart, but the higher roofline, split bumpers and aerodynamic Kamm tail are dead giveaways.

But enough of this- why would you want one as a project?

Besides the fact this is an Aston Martin? This is a seriously appreciating Aston Martin! Get one into your garage for a bit of TLC and, even if you spend a fair amount, you will recoup all of your expenses when the time comes to part company with it.

Saving a DB Aston from the knackers yard is an act worthy of saintly status, and while parts can be tricky to source, the mechanics aren't overly complicated.

However, you shouldn’t buy this as an investment – you should save it for the ages and then enjoy driving around in style.

You won’t regret it.

PROJECT OF THE WEEK: 1964 ALFA ROMEO 2600 SPRINT

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It may be the current home to a number of spiders, have a few things growing on it and look overwhelmed by dust, but this rare 1964 Alfa 2600 Sprint is not only an ideal project, it holds the potential to give you everything you could ever want from a car.

The Alfa Romeo 2600 Sprint only endured four years of production, resulting in a mere 7,000 being crafted within the Italian factory. A huge majority of these stunning vehicles no longer exist due to rust issues and drivers ploughing them into buildings and trees, leaving the remaining cars to be cherished by collectors and the public alike.

This particular example is what they call a ‘genuine barn find’, stowed out of reach for 30 years and complete in every aspect except some missing keys, after covering a mere 66,000 miles it was placed into dry storage – preventing Mother Nature and Father Time from giving it a kicking. Thanks to a clever tactical decision, this 2600 Sprint is pretty much rust free. It’s also an incredibly rare right hand drive model, versions of which seldom surface for sale.

Once given some TLC, this stallion is good for nearly 120mph, with a 0-60mph time close to 9 seconds, trumping nearly every sporty car of the time. Akin to the E-Type Jaguar or the Lamborghini 400 GT, the shape and aesthetics of the 2600 Sprint captures your emotions and doesn’t let go – we can guarantee that you will be unable to take your eyes off it when nearby.

You are going to need deep pockets to bring this Alfa Romeo back to life, as parts are becoming ever rarer, while some jobs are intricate and moderately complicated. However, once you have spent the money to restore this old girl you will then be rewarded with something so much more distinctive, and more desirable, than almost any other sports car.

Shooting up in value, drop-dead gorgeous and utterly captivating to drive, here you have the opportunity to not only save a prime example that’s practically rust free (rather rare with these old Alfas), but also to experience one of the best classics money can buy. An opportunity not to be missed.

Get a closer look at this baby on Classic Cars For Sale.

DON'T BUY THAT, BUY THIS: ROVER P6 VS ROVER

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Sorry article no longer available.

CLASH OF THE CLASSICS: THE PRINCESS VS THE FORD GRANADA

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It’s the 1970s. The most fun – and possibly least practical – form of transport is the space hopper, half penny coinage allows a feeling of wealth with pockets full of change and View Masters permit loops of viewing discs to rule your evening. Outside on the driveway is your dad's car…

The 1970s allowed a great number of impressive cars – the Jaguar XJS, Lamborghini Countach, Lancia Stratos, Mach 1 Mustang, the TVR 3000S…

The thing is, these were all expensive to buy, extortionate to run, often impractical to live with and chances are your dad didn’t have one. The cars your dad did have are now fading into history as numbers thin and models disappear from our roads completely. The stark fact is they need to be saved.

The automobile of choice for dad often boiled down to Ford or British Leyland. The Austin Princess may be an easy target for cheap laughs, but if you can save one – should you? Or should it be the Granada II? Let the battle for your nostalgic affection commence…

The Looks

Many look at the Princess and gawp at the blatantly different styling, ignoring its merits. The styling is not just unique; it’s cool. Stop basking under that BL-bashing bandwagon and study the lines; this is a quirky and retro piece of kit. Holding the ability to turn heads and cause ear-to-ear smiling, it’s an unruffled design that has stood the test of time to become a symbol of the 70s itself.

The Ford is rather more generic, with angular slabs and a front end reminiscent of a school ruler. It’s in no way a bad looking car, it’s actually rather handsome and allows sharp-suit looks with a design that hasn’t dated badly at all.

The Power

The Princess 2000HL can get you from 0-60mph in 13 seconds thanks to its 93bhp unit, topping out at just shy of 100mph. This power is lackadaisical however, thanks to the gearboxes coming straight from hell itself.

The Granada V6 equivalent is a different story, offering a top speed of 117mph, 160bhp and 0-60mph in less than ten seconds. Ford offered a 5-speed manual and the changes are so much better than the unchanged biblical technology of the Princess.

The Handling

The Princess works with the same hydragas set up that was introduced on the Allegro. This allows for a comfortable ride, right up until that moment arrives for a hasty swerving manoeuvre. The lean in a corner or around an obstacle is severe with the uncanny ability to demonstrate how your t-shirt feels going through the washing machine.

The Ford handles a bit better than this, with the capabilities to corner at speed and not alert you to the fact the windscreen is on a view masters spin of land, sky, land, sky, land, sky, land, sky.

The Interior

The Princess certainly oozes character with the interior - lashings of 70s period details slapped on every panel is a feast for the eyes. Often too much for some, the über velvety-ness of the interior is paired with masses of head and legroom, allowing 4 in comfort or 5 at a push. Ok, excessive use of components can often cause them to fall off and squeaks and rattles were standard even when new – but the Princess is a rather splendid place to be, public consensus brainwashed by cheap Clarkson gimmicks and the media bandwagon.

The Granada II is much more advanced, with ergonomics greatly improved over the Princess. It is, however, more grey and plastic based – with charm lost over functionality. The Granada is a nice cabin to sit in, but unless you end up with the top of the range version, the Ford is just a bit too soulless. The Princess, however, allows charm, character and eccentricity to shine through.

Living with them

The Princess rusts. Oh boy, does it rust. The Ford also rusts – with both requiring regular care and attention given to the bodywork no matter the cars condition. As with any classic, maintenance and check-ups are compulsory - but if you do indeed look after either one of them it will reward you with reliable transport and a great secondary car.

Parts for the Princess are becoming ever more difficult to track down, with the same story for the Granada II, but owners clubs serve these cars well.

As an everyday car, both offer usability and driving through town won’t give you a migraine. Motorway driving with the Austin is another matter, as with the Princess limited to 4 forward gears, progress and noise can suffer. The Ford will keep up without too much trouble but is heavier on the fuel bill.

Summary

Is there a winner? That all depends what you are looking for as both have huge merits.

For peculiarity and the ability to sum up the decade most call tasteless, we would have to go with the Princess but for everything else the Granada reigns supreme.

Despite being as common as mud 30 years ago, these are now incredibly rare machines. If you should find either one languishing in a barn or slowly rotting away unloved in a field or hedge, it is your patriotic duty to save it.

CLASH OF THE CLASSICS: LOTUS ELAN VS MGA

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Sticking with our avenging theme, here we have a battle between two TV stars. One you will be rather aware of – Emma Peel’s Lotus Elan – but the other you probably won’t be. John Steed’s first female partner in crime-fighting darted about in an MGA, ultimately proving to be the first pairing of legs and wheels to grace teenage dreams in the 1960s.

So, Cathy Gale or Emma Peel – I mean – The MGA or the Lotus Elan? Time to don the road test catsuit and clink that champagne glass; it’s a rather racy Clash of the Classics.

The Looks

Oh my god, both look fantastic. Each holds a lovely shape with smooth curves and perky front ends. It’s almost impossible to choose between them, together these stunners work with supreme chassis lines and clasp an appearance that not only turns your head, but also leaves you with your tongue out.

Careful now, it is the cars we are talking about here.

The Power

B-Series engines can feel unsporting with the MGA, while fragile Twin Cams can often prove to be tricky customers, but that doesn’t stop them. By the time MG tweaked the A into a road-going rocket, a top speed of 115 mph was achievable thanks to 108bhp – also propelling the car and driver from naught to 60mph in 9 seconds.

However, Cathy Gale’s MGA was a 1956 MKI, leaving her with a lowly 72bhp. She could still crack 100mph, just, with a standstill to 60mph dash in 15 seconds. It might sound lethargic, but back in 1961 very little could outrun the little MGA.

Emma Peel’s Elan is a younger car, so it was undoubtedly going to be faster. Arriving just as the MGA production run came to an end, the Lotus Elan could strike 60mph in 8.5 seconds with a top speed of 115mph from 105bhp. Nothing could out run Emma Peel during her tenure in the cat suit when behind the wheel of her Lotus.

The Handling

Besides holding good looks and nifty power units, these beauties are also epic handlers. In comparison to modern equivalents they may appear sloppy, but back in the early 1960s the Lotus Elan and MGA reigned supreme.

There is very little in it, but the Elan is the best handling car, not just out of the two, but also from the time period.

The Interior

Both aren’t exactly what you would call commodious, but the MGA offers more room for driver and passenger. The Elan is cramped and described by many as ‘flimsy’, a tad harsh perhaps but there is no getting away from the fact there is no head room with the roof up.

The Lotus and the MG both ooze charm with their interiors, the MG slightly more minimalist than the wood draped Elan, but the MGA is our favourite place to sit.

Living With Them

You could use these cars, if they are in good condition, as everyday transport. They aren’t going to be the most economical and chances are you may very well face the elements more than you would care to, yet parts and advice are easy to source.

Clubs exist for both cars and will take you under their wing to ensure you and your cars are taken care of.

Summary

Is there a winner? There sure is – we are going to go with the Lotus Elan. Thanks to its later development you can go faster and grip better. There might not be as much room to move around as there is in the MGA – but Emma Peel clinches it over Cathy Gale in the battle of the motors.

We wouldn’t say no to an MGA though…

You can find bowler hat loads of Lotus Elans here.

We also have a rather lovely selection of MGAs for sale too.

TOP 5 ICONIC ASTON MARTINS

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There is nothing quite like an Aston Martin. Apart from a few blips on the radar, nearly every model has hit the nail on the head and provided the very best in style, power, grace and class. Even those who have no interest in cars get all wobbly kneed at the sight of a well-heeled Aston.

Even the name is cool. I defy you not to sound like aristocracy when pronouncing the whole package. So, the 5 most iconic Astons? It’s debateable, but we think we’ve cracked it.

1. Aston Martin DB5

Yesh, Miss Moneypenny, nothing is anywhere near as cool or iconic as the DB5. Oozing panache and easily the most attention-attracting car in the world, this 1963 DB5 is the sixth car off the 850 strong production line. Fully rebuilt 4.2-litre RSW Vantage engine, suspension and brakes aside, this DB5 is in showroom condition with a concealed modern hi-fi system. All in all, rather stocked!

2. Aston Martin Vanquish

Brosnan’s bond may have defected to BMW, but he saw the light upon the release of the Vanquish. With twelve growling cylinders offering up the perfect blend of horsepower and charm, to many nothing incorporates Astons past glories with their future direction any better.

This is a rather tasty example, a ‘Sport Dynamic Package’ of which only 94 were manufactured. Packed with everything even Q would be proud of, you will be the envy of every motorist passing your way.

3. Aston Martin DB7

Ignore the fact this is an XJ-S with fancy bits. This is a proper, exhaust snorting Aston Martin that adorned the fantasy garage of all teenage boys during the Nineties. Still a common sight, the V12 is the one to go for.

And that’s what we have found here. Only two previous owners have held the keys. Investment? Sunday car? This can be both – and still ascend the price ladder.

4. Aston Martin V8Vantage

Unlike its rivals, the V8 Vantage is not just a rip-roaring V8 bruiser but also a useable car. Featuring nice things its German, Japanese or American competitors just don’t get, the Vantage is now well within collectors status for a fraction of what a good DB5 would set you back.

This Vantage is a treat. Don’t let the LHD put you off; only 100 of these X-Pack engined Vantage brutes were made, by hand, and values are already soaring. This one has been meticulously taken care ofwith the original five-speed gearbox put back in. Sat alongside the X-Pack engine, this cruising machine will never fail to put a smile on your face.

5. Aston Martin Lagonda

From deep within the Seventies comes this space-age looking beast. Produced over a fourteen-year period, the Lagonda is both rare and debatably desirable. The equivalent of Aston Martin Marmite, you’ll ether love it or hate it. However, regardless of opinion, this is becoming a sought after gem.

This particular model is a Series 4 Lagonda, with only 105 examples produced. Offered with a full years MoT, and only 80,000 miles on the clock, you won’t find a more controversial Aston Martin around.

DRIVEN: 1979 PORSCHE 911 TURBO 3.3

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Turbo-charging made an unlikely supercar slayer out of the Porsche 911 - and driving it today confirms it as a true legend...

Forget tales of rampant oversteer - the dominant impression this well-shod 911 Turbo imprints on your senses is one of traction. Huge, imperturbable traction. Driving it hard on picturesque B-roads, the turbocharged flat-six wailing away behind, heightening the senses, and it impresses with dollops of four-square poise.

Should we be surprised? Well, yes. When the original production 911 Turbo 3.0 went on sale, the Class of '75 was hardly renowned for being a well-behaved lot. With 260bhp, and a 0-60mph time of 6.0 seconds, the 911 Turbo went head to head with the Lamborghini Countach LP400 and Ferrari 365GT4 BB for the title of the world's most accelerative car money could buy. From nowhere, Porsche was now at the top table.

By the time our 911 had rolled off the line in 1979, the Turbo had beomce a toqruier 3.3-litre animal with a whooshing 300bhp. The performance figures were even more impressive, with a -60mph time of 5.1sec, 0-100mph in 12.3sec, and a maximum speed of 161mph - and the upstart was fully established as an all-time legend.

As a driver, it's always difficult not to let a car's reputation precede it when you clamber in. But although the 911 Turbo's supposedly a wild thing at speed, it's a friendly place in which to sit. The dirving position is high, the instruments wasy to read, the visibility unfeasibly good for a sports car - and the floor-mounted pedals offer no suprises.

Our Martini-edition 911 Turbo comes with a matching interior, so there's red piping for the supportive seats, and a matching dashboard panel, where you'd normally expect dour black. This is a shocking splash of colour from a company that revelled in functionality in the 1970s.

Firing it up, and squeezing into first is a suitably physical effort, but the heavy clutch is progressive, and you're soon away smoothly. Initially, it feels as tractable as your neighbour's Beetle, but squeezing the floor-hinged accelerator a little harder, evokes a wonderful response.

From 3000rpm, boost from the oversized KKK turbo builds with a slight pause from the remote-feeling accelerator, then - bang - rapid becomes rabid, as the 911 Turbo rushes towards the horizon agreeably.

On today's mix of challenging B-roads, it's hard not to love the 911's meaty, yet talkative, steering and the way its nose bobs up and down as it tracks the contours of the road. It's alive with feel, and solidly anchored to the road, although the way it feels like it's swivelling from its ample hips takes some getting used to. Are we scared by it? Absolutely not - even though we never forget that its engine is in the wrong end.

The 911's planted feel breeds confidence, which is backed up by its wonderful brakes. They are strong and fade-free, and feels like they'd stop a charging Rhino. But you're soon reminded it's not a benign handler.

Those excellent brakes won't help you if you're too brutal with the throttle - mid-bend, we're caught by a wave of boost, which unsettles the rear, and intensifies the steering. Amusing in the dry, unthinkable in the wet.

Believe the hype - in the right hands, it's fast, fun, and incredibly rewarding. Get your head around how to get the best from the 911 Turbo, and you can enjoy probably the most devastatingly capable supercar of the '70s.

Motorsport creates the perfect sports car

Development of the roadgoing Porsche 911 Turbo began in earnest in 1972, following years of experimentation in motorsport. The idea of a blown 911 (which was given the type number 930) was borne through the necessity to produce a car to meet homologation regulations. The competition car in question was the 911 Turbo Group 4 Carrera RSR 2.1, and in order to legitimise its competition Porsche needed to build 400 examples in 24 months.

Ferdinand 'Ferry' Porsche gave the job of developing type 930 to Ernst Fuhrmann, who quickly ended up adapting the turbo-technology originally developed for the awesome 917/30 prototype racer, and allied it with the enlarged (from 2.7-litres) 3.0-litre flat-six from the Carrera RS3.0.

The first production prototype-ready example was shown at the Paris Motor Show in 1974, and certainly attracted attention, following hot on the heels of that other European forced induction pioneer, the BMW 2002 Turbo. Power output was 260bhp, and under the skin, it boasted uprated suspension, wide rear arches, larger brakes, and 50-series Pirelli P7 low profile tyres on Fuschs alloys.

The Paris car also featured full depth plastic bumpers and bodykit, that spookily previewed the look of the 1989 Type 964. Sadly, the smooth look would later be dropped for the production version - instead it came with the impact bumpers introduced across the range.

Porsche's five-speed Carrera gearbox couldn't cope with the torque, so a strengthened four-speeder was used instead.

The famous whale tail spoiler introduced for the 1975 production 911 Turbo might have been a useful aid to downforce (and drag), but it was also a very effective home for the oversized air-to-air intercooler. Throughout its production run from 1975 to 1991, the Type 930 in 1991, the 911 Turbo remained remarkably unchaged. The larger 3.3 was introduced in 1977, which was then offered in optional 330bhp form in 1983.

The swansong five-speeder was finally introduced in 1989 - better late than never.

Vital statistics:

Engine: 3299cc/flat-6/OHC

Power: 300bhp@550rpm

Torque: 304lb ft@4000rpm

Maximum speed: 161 mph

0-60mph: 5.1sec

Fuel consumption: 18-25mpg

Transmission: RWD, four-speed manual

DON’T BUY THAT, BUY THIS: THE G-WIZZ VS ROVER MINI

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If you want to save the planet, a second hand electric G-Whizz is still £4,000. So what interesting, fun, fast, nature friendly alternative can we find? Say 'Hello' to the Rover Mini…

Saving the environment is great – and you can do many, many things in which to do so. Recycling is a big one as is developing your own compost heap, we also appear to have gone mad for solar panels. These work wonders, but one area where they have got it all wrong is the electric car. Besides churlish prices on all-electric models and ridiculous lengthy charging times, they are also quite terrible. They will destroy your soul, by ensuring you never make it to your destination if it’s more than 50 miles away.

The G-Wizz is the main culprit, it’s so basic and threatening that the EU doesn’t even class it as a car; it’s a quadricycle. It might not pollute, but it’s rotten, dangerous, dull, slow, ungainly, awkward and has all the handling qualities of a pogo stick. The Mini on the other hand doesn’t use very much petrol at all, is great fun, quick, handles like a dream and looks fantastic. Both cost around £4k currently, so here’s why petrol cuts it over it’s electrical friend – it’s about more than just the environment…

Speed

The Rover Mini can accelerate to 60mph from nought in under 13 seconds. The G-Wizz will not reach 60mph, unless you were to plunge one out the back of a plane. The Mini can also crack 95mph; the G-Wizz won’t even reach half of that. It may be a 2-door, rear wheel drive ‘car’, but the G-Wizz is no speed machine.

Living with them

£30 will easily fill a Mini, and allow you hundreds of miles at 40mpg while enjoying the radio, heating/cooling the cabin with the fan, and cruising along at the speed limit. The G-Wizz is a tad different. A charging time of anywhere between 2.25 and 8 hours allows a range of up to 48 miles, or 75 for a revamped model.

Unfortunately, you can’t use the fan as that will wear the battery down. You also can’t listen to the CD player, as that will wear the battery down. Long periods of speed will wear the battery down to a ridiculous degree, as will stopping suddenly. With a paltry range, long distances are a no-no. Going from London to Edinburgh would require at least seven 8 hour stops to recharge. The Mini will allow the journey to be completed on a tank of fuel in no time.

Working on a Mini is easy, with parts available and various clubs nationwide filled with knowledge. Mending a G-Wizz isn’t quite as simple and owners clubs don’t really appear to exist outside Facebook. Probably because no one will actually own up to driving one.

The Cabin

So, what about the cabin for doing that journey in? Well, the Rover Mini offers surprisingly ample head and legroom, a decent stereo system, comfortable seats and all the charm you can lap up. The G-Wizz has no redeeming features. There is no head room, there is no legroom, no real space for a passenger, no space for luggage, questionable plastics, questionable leather inserts on the insides of the doors and a general woeful atmosphere that offers nothing except a cup holder and CD player - that you can’t use for fear of flattening the battery.

Running Late for Something…

The best part about the Mini is that you don’t have to plug it in to engage in a drive. Filling up a Mini’s petrol tank takes the grand total of around half a minute, charging the G-Wizz takes 8 hours.

Need to nip away in a hurry? The G-Wizz doesn’t think so; it will become the tyrant of your life and mock you from your driveway as it prevents you from leaving your house. You will eventually become a recluse, scared of answering your door or rays of sunlight hitting your bloodshot eyes.

The Environment

Here’s the G-Wizz’s strong point. It does help us save the environment. Apparently. Except, it doesn’t. It may cost 1.2p per mile to run and it may not pollute from its exhaust, but the electricity to power it has to come from somewhere – i.e. a power station. It also holds other drivers up, especially as the G-Wizz struggles with gradients, and causes us all to burn more petrol and diesel stuck staring at its ungainly rear end. Its batteries are also complex to make, with parts being shipped in from all over the world, at the cost of a huge carbon footprint – and this is sulphuric acid we are talking about, it’s not the friendliest of substances.

The Mini isn’t exactly Mother Nature’s best friend, but it’s no extreme polluter either.

Safety
What people fail to remember is that the G-Wizz is full of battery acid, a rather harmful substance on skin and nature should any escape – and it will, not because they are badly made but because in the event of a crash they can burst like a balloon. Not that you will have to worry about the acid should you have an accident - these things are lethal at slow speeds. Reports surrounding G-Wizz accidents account that the inhabitant is nearly always killed.

Should you have a crash in a Mini at low speed you can still walk away, but a crash in a G-Wizz will guarantee you never walk again.

Summary

For £4,000 you can pick between fuel-efficient fun guaranteed to put a smile on your face or an electric car that is destined to ruin your life and help you develop a nervous tick. Unless you have a distinct reason to make yourself unhappy, stick with the Mini – you’ll be saving more than the environment.

CLASH OF THE CLASSICS: MORGAN PLUS 8 VS TRIUMPH TR6

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They are both very, very British. They are both very, very quaint. They are also both getting very, very expensive. However, with the two offering the same but being oh-so-different, surely there has to be a victor at the spoils?

The Looks

Both look fantastic. There is no question about it. The Morgan harks back to the era of Agatha Christie and the Charleston while the TR6 is a product of the swinging 1960’s and early 1970’s - before British Leyland ruined everything.

With swooping curves embellishing both sets of bodywork and period details decorating the interior with chrome and woodwork abound, it is difficult not to fall in love with these, especially as the drop-dead gorgeous looks are amplified with the excitement of open-air driving. Choosing between them is like trying to choose between Kylie and Dannii Minogue, or Dave and James Franco.

So we won’t.

The Power

The TR6 holds a 0-60mph time of around 8 seconds, with 150 bhp and a top speed close to 120mph. Impressive? Hell yes it is, but the Morgan holds a 0-60mph time of closer to 6 seconds, with well above 170bhp and a top speed little over 125mph.

However, with all this power it can affect the handling…

The Handling

Things get a bit choppy for the Morgan here, as it’s far from a comfortable ride. The TR6 is no magic carpet either, and both will punish your spine on a long journey to beyond discomfort, but even the youngest of these cars are pushing 40 years old – so it’s to be expected.

Hit a bump or pothole in either of them and you will suffer for it instantly. However, thanks to this you can feel everything on the road with progressive feedback form the steering.

As a driving experience, these two rack up a formidable impression for tail happy chaos; you do need to be wary of over steer from both these beasts. Spirited attempts at wet roundabouts or planting the brakes on a speedy corner will result in heart stopping flashes as the car spins. Many a Morgan and TR6 have met their makers on such experiences. However, treat them gently and the handling quirks are great fun, filling these cars full of character.

The Interior

Both have the traditional hallmarks of each brand; the TR6 has a dashboard made out of the finest tree money can buy. The Morgan Plus 8 is swathed in leather and features dials that look as if they were salvaged from a fighter-bomber. They are both very nice places to sit, like sitting in Inspector Morse’s favourite pub. However, as a mixture between all the aspects of luxury, the Triumph clinches it.

Living with Them

Old soft-top cars are not practical. You can fit two people in the cabin and a suitcase in the boot. And that’s it. They return fuel mileage that would make modern car owners scream and faint, they need serious looking after and ideally should be garaged all year round. Don’t panic through, parts are cheap and clubs cater for your automotive needs in times of trouble.

As for using them frequently, they will both undertake a distance drive for fun and aren’t that difficult to care for. They shouldn’t bankrupt you either, while keeping up with modern traffic is a laidback effort – allowing easy ownership and great fun into the bargain.

Summary

So, how have they stacked up then? The TR6 suffers from a harsh ride and the usual classic car image, but it is such a giggle to drive around in that you forgive it the little foibles. The Morgan suffers from the same ride comfort issues but, again, is engaging in its effortless performance and always puts a smile on your face.

Both are as hopelessly impractical as each other, with similar fuel consumption, size and handling ability. Stalemate? Pretty much. However, there has to be a winner and out of the two of them, although it is agonisingly close, we’d choose the Triumph TR6.

Check out Triumph TR6s for sale here. Fancy a Morgan Plus 8 instead? There are curently 18 for sale here.