Lotus Cars is 70 years old in 2018 and, fittingly, has also just made its 100,000th car. The firm is teaming up with the Jim Clark Trust to mark the occasion and raise money for the charity by giving away the landmark Lotus.
The 100,000th car is a Lotus Evora GT410 Sport, which has been given a one-off Jim Clark special edition makeover. It was revealed at the 2018 Goodwood Festival of Speed with the help of new CEO Mr. Feng Qingfeng.
It’s been inspired by the 1960s Elan S2 driven by the revered two-time World Champion, with a matching colour scheme of red paint, silver roof and silver wheels – oh, and tartan upholstery inside, in honour of the beloved Scot.
Clark used it to commute from Lotus’ base in Cheshunt, just outside London, to his family home in Duns, in the Scottish Borders. It’s 350 miles each way – that’s why he averaged over 15,000 miles a year in the car.
Every Grand Prix Clark won was behind the wheel of a Lotus, and he also won the Indianapolis 500 in 1965. Tragically, he was killed in 1968, but the Jim Clark Trust works to keep his memory alive.
The trust was also the official charity of this year’s Goodwood Festival of Speed.
Lord March said during the unveiling of the car at Goodwood: “It’s fantastic to see the crowds here at Festival of Speed so engaged and excited to remember Jim Clark and celebrate his achievements in our Silver Jubilee year.
“The stunning Jim Clark special edition Evora is a fitting tribute to a legendary man and his iconic Elan. Clark’s exploits on track were very special indeed and we are proud to launch this competition here at Goodwood.”
Want to enter the competition? Head over to www.jimclarklotus.com, answer the simple question and pay £20 per entry to be in with a chance of winning – and every single penny goes to the charity, raising funds to help finish a brand-new Jim Clark Museum.
Understood as a piece of equipment, the primary purpose of a car is to get its occupants from point A to point B reliably and safely. Cars also cost money and, by and large, are costly when you consider depreciation.
So, with all that in mind, what are the safest second-hand cars on the market today? Co-op Insurance totted up the top 10. All cars have five-star Euro NCAP ratings, produce 120g/km of CO2 or less, and cost under £15,000.
10. Vauxhall Astra
In at number 10 – a new entry for 2018 – is the humble Vauxhall Astra. A testament to the ‘bigger isn’t always better’ philosophy – bigger size doesn’t always imply better safety. A good option for a young family-to-be.
9. Nissan Pulsar
Number nine is also a new entry on the list and is another family hatch, rather than the large SUV many might assume. The Nissan Pulsar has been around for a couple of years and now represents a solid bargain for the safety-conscious motorist.
8. Nissan Qashqai
Another Nissan at number eight – the Qashqai is the first crossover on the list and arguably the most successful car of the breed since its introduction in 2007. Perhaps more reflective of the strength of the list this year, rather than issues with the Qashqai, it has dropped five places from where it was on last year’s list.
7. Kia Rio
Back in the smaller stuff, the little Kia Rio in at number seven is the antithesis to a bulky SUV. Yet it makes this list ahead of one of the most popular crossover SUVs on sale. A great safe little car if you don’t need masses of luggage space.
6. Volkswagen Golf
Old faithful still isn’t pulling its punches – the Golf has been serving drivers for 40 years. It remains one of one of the safest second-hand bargains for under 15k. At middling number six, it’s up one place on last year and also the first German entry on the list.
5. Mazda 3
Another mid-size hatch, the fifth-placed Mazda 3 brings a slightly sportier side to the safest car list. It’s also another new entry. Between this, the Golf, the Pulsar and the Astra, this style of hatch is looking to be the safest second-hand bet of the moment.
4. BMW 2-Series Active Tourer
Curious that the only people-carrier on the list of safest second-hand cars should be a BMW. What strange times we live in. The 2er offers strong BMW build, mega badge kudos, serious safety credentials and relative value for money. Everyone’s a winner with number four.
3. Hyundai i30
The Koreans have been making a splash for a while now with bombproof warranties and rising quality. Now the new-entry i30 is officially the third-safest second-hand hero, joining cousin Rio in the top 10. Any doubts about Korean cars are entirely ill-informed in 2018.
2. Honda Civic
Another long-serving mid-size hatch joining the five others on this list. The Civic has always felt like a strong opponent to Golf et al. Its new-entry position at number two on this list only reaffirms that. Every credit to it, too, given the leviathan of motoring safety that beat it to the top spot…
1. Volvo V40 with safety pack
As if it could be anything other than a Volvo. The Swedish marque has always been a stickler for safety and has consistently innovated in this field. The strength of the V40’s value and safety proposition is best conveyed by the fact it’s been a non-mover at the top of this list for three years running.
The last racing car to compete wearing the Brabham name was the BT60 in 1991. The last Brabham win was in 1985 at Paul Ricard, with Nelson Piquet at the wheel of the BMW-powered Brabham BT54. The first and last F1 world championship won in a car bearing the driver’s name was in 1966, with Sir Jack Brabham at the wheel of his Brabham-Repco BT19.
For a name so prominent throughout Formula 1’s golden years, and so dominant for long stretches within, Brabham has lain fallow for far too long.
David Brabham, son of Sir Jack and a proven top-class racer in his own right, has been of that opinion for many years. So, after his Le Mans win in 2009, he set about the difficult task of building a new car. Nine years on, David finds himself on the start line on the hill at 2018’s Goodwood Festival of Speed.
More than a tonne of downforce
In the shadow of 1,200kg of downforce’s-worth of enormous rear wing, ‘Brabham’ is proudly splayed across the centre of its rump between distinctive LED light strips, above the exhausts and a gargantuan diffuser. The dream is alive, the Brabham BT62 is ready and we called shotgun for its first properly quick run.
Not before giving it a push up to the start line, mind. David was keen to stress that the BT62 was full race-spec. That means it’s most comfortable revving hard and going fast, not necessarily trundling up a West Sussex driveway in the most expensive traffic jam in the world. Especially given it was due to make eight runs that day, with more of the same for the Friday, Saturday and Sunday.
Still, a bit of hard labour was no price at all for what was a curious insight into the Brabham BT62 experience. The view through the slashes in the front haunches to the racing wets as we pushed against the A-pillar, a first glimpse into the cabin through the tiny door aperture – all aspects of the initial meet-and-greet experience that Brabham’s customers could well have before their first run on-track.
The car’s in position and we clamber aboard, contorting into shapes we probably ought to have stretched for first. As we flop into the purposeful race seat and get buckled in, a surprisingly relaxed-looking David Brabham greets us. Full-face lid on with the visor up a shade, there’s still no mistaking him for anyone else. A quick natter before he stokes the 5.4-litre 710hp V8 into life, we just had to ask how it felt to be in a new Brabham, ready to run at FOS. “It’s an incredible feeling to be here showing it off at Goodwood. It’s been such a journey, from getting the name back to bringing this car to life,” says David.
A raucous assault
Introductory formalities out of the way and, with the start-line beckoning, David pushes the button. As displays flash into life, the engine is a raucous assault on the car and its occupants, even at start-up and idle.
David eases up on the clutch from the start, but from then on it’s flat-out, with the nose tucking neatly into the first corner, kicking up a token puff of dust. It’s utterly welded to the tarmac, with the V8 howling as David clatters through the straight-cut gears. The central sculpture appears and disappears from view, as if the world were in fast-forward. The adoring crowds are an anonymous blur – surely taken aback by a lot more noise than an average supercar emits.
Under the bridge and towards the hump before Molecomb, the car brakes straight and true without so much as a twitch of the rear chasing us round. Back on the power and it’s up through the gears towards the flint wall. The incline does nothing to steady the rate of acceleration – the engine is just so strong.
With less than 1,000kg to shift, it’s no surprise. As we howl past the flint wall it occurs to us how this noise is what’s been sorely missing from most GT grids, and indeed most supercars of late. It’s just such a raw thing, with vicious purpose enough to make any twin-turbo McLaren fade into the background. An authentic representation of what a de-restricted GT racer could truly be.
Barrelling up the long sweeper towards the finish, the speed really builds with the V8 bellowing through the trees. As we emerge from the forest into the top paddock, the rest of the world’s mightiest supercars sit dormant after full-on runs. We pull up, the car shuts off and we take a breath. David is quiet but visibly excited. This is a huge moment for him and his family name. Seasoned drivers bound over to the Anglo-Australian racer to congratulate David on the car, ask him how it was and have a poke around. Cue a lengthy conversation about the virtues of running wets versus slicks on the FOS hill…
Heading for Le Mans
They disperse and there’s a moment of calm. We ask what cars inspired the Brabham driving experience. “One car I remember that was great to drive was the Aston Martin GT1 car – the DBR9. In terms of performance, balance and feel, we wanted this to be somewhere between that and a P2 car,” said Brabham.
On the future of the marque, David was positive, with an excellent response to BT62 since its May reveal.
“The response has been phenomenal. We only came to market in May when we revealed the car and we have several letters of intent. It’s now that we’re getting through them and getting orders booked in.
“We’ve got a product plan and we want to go racing, because that’s what Brabham is all about. Realistically we could be at Le Mans in 2021, maybe 2020. I’d love to see a Brabham hurtling down the Mulsanne. It would be incredible to see a Brabham win in a Brabham car once again.”
He’s not shy about his ambitions, then, with the “ultimate goal” being an all-star car and driver win at Le Sarthe to match Black Jack’s unique F1 championship achievement in 1966. The road cars are along the path that David hopes will lead to that. Sell on Friday, race on Sunday…
The car certainly has potential. So many marques come and go – few, admittedly, with a name as steeped in history as Brabham – but fall short, usually financially, before a car is even ready to demonstrate.
That the BT62 is in this almost-fully-developed state, with hungry customers waving cheques, bodes well for Brabham Automotive. This is an idea that’s been rattling around in David Brabham’s head for the better part of 15 years – time enough to really nail down what he wants and how to get it.
The BT62 delivers the raw racing car experience, the heritage and the passion that few emerging names can. We’re confident Brabham will go on to deliver on road and track in years to come.
Maserati is perhaps the ultimate underdog. An unfair assessment of a company that’s produced such distinctive and desirable cars for over 100 years? Well, any luxury or sporting marque from Italy that isn’t Ferrari has to be considered something of an underdog, doesn’t it?
For many, that’s always worked in Maserati’s favour. Ferrari is, well, Ferrari. Maserati trades on its own merits. Such as the distinctive marque-defining sporting GTs in its post-grand prix era, which fortified the brand for generations to come.
Cars like those in this six-car cohort of ‘60s and ‘70s examples, in fact. These comprise ‘An Important Maserati Collection’, according to RM Sotheby’s. They’ll be heading to auction in London in September. Until then, they litter the quaint yet capable workshops of Bill McGrath Maserati – the UK’s most prolific Maserati preparer, restorer and service. Current custodian Stephen Dowling has been loyal to the business for a number of years.
Andy Heywood, long-time McGrath Maserati employee and now company owner knows these cars very well. Indeed, for his 30 years in various roles around McGrath, he knows all Maseratis very well. Just the man for the job of taking us on a tour of this handsome cross-section of Maserati’s golden age of Grand Touring.
1964 Maserati 5000 GT by Allamano
“It’s the jewel in the crown”
We start with what is arguably the star of the collection. This 1964 5000 GT by Allemano is a wondrous slice of Italian-built Americana, resplendent in red with a muscular yet subtle stance. In period, it was the most expensive car in the world. “It was like the McLaren P1 or Bugatti Chiron today. It was that kind of high-end thing,” says Andy.
This car was once in the ownership of Joe Walsh of The Eagles and allegedly inspired the lyric, “My Maserati does one eighty-five, I lost my licence, now I don’t drive” in his song Life’s been good.
Over the course of 34 cars, eight different coachbuilders were used to body them. Oddly, Allemano did the most, at 20 cars. “Allemano is a really obscure one… This is actually the most common one. Bizarre, because some of the coachbuilders were much more well-known and yet Allemano got the job to do more of those than anyone else,” Andy explain. Alhough he’s dealt with most of the 5000s that remain in circulation, Andy isn’t aware of any others that currently reside in the UK.
Owner Stephen Dowling took his nervous first drive of his 5000 – complete with McGrath engine rebuild – at the Goodwood Motor Circuit, only to have his nerves replaced by complete ease and the desire to stretch the old Maser’s legs. A smattering of European trips ensued – no garage queens or place-holders for hedge funds here.
“From a very nervous start, he’s been everywhere in it. He’s been all over Europe. He’s done more miles in one of those than I’m sure anyone has done, ever… He’s a user, you know. He’s not just a collector. He’s always been into using the cars.”
1974 Maserati Quattroporte by Frua
“Stately but still sexy”
Contrasting the delicate curves and blushing red paint of the 5000 comes the 1974 Quattroporte, as bodied by Frua. This car is just one of two examples of the Frua-bodied car built. The story goes that Frua built this car in a bid to win the contract to body the second-generation Quattroporte, as it did the series one. It was a speculative build displayed at a motor show and while it didn’t win Maserati’s favour, one customer was insistent that he had to have one – the Aga Khan, or the closest thing to Iranian royalty.
“While they had it on a stand at a show the Aga Khan came along and said “Oh, I really like that. I’ll buy it.” They said, “Well, you can’t buy that. It’s a prototype, it’s got a second-hand engine. It’s a demo, really – but we’ll build you one.” So they used a new chassis and running gear from Maserati. The other one was subsequently then sorted and sold to the king of Spain, so it must have been alright.”
In its life, this the only ‘series’ Frua Quattroporte has shared garage space with the prototype that inspired it twice, with the cars holding high esteem among a seemingly closely-knit community of collectors. Based on a later Indy, it uses the 4.9-litre ‘Indy’ V8 engine: sufficient muscle to hustle what is a svelte yet stately beast. “The best resolved of all the Indys,” says Andy.
“What Maserati tried to build as the Series 2 Quattroporte, which Frua wanted their car to be, was based on the Citroen SM running gear. Nowhere near as classy as that [the Frua]. It’s a big car, kind of stately but still sexy at the same time” Andy mused. It’s certainly a highlight of the collection for us and being a one-of-two car, should stoke collectors’ interest sufficiently come September’s auction.
1970 Maserati Ghibli SS by Ghia
“Why would I buy an E-type when I can buy that?”
This, for Stephen, was the genesis moment. The car that gave him the bug. His first Maserati, as bought in Australia. “The original fascination was the red one” says Andy. “He hadn’t really been interested in old cars before that. Someone told him to go out and buy an E-Type. He went out to look at one at a dealership in Brisbane and saw the red Ghibli. He said, “why would I buy an E-Type when I can buy that?” – and from that moment he was hooked.”
This car had a difficult life prior to being bought and shipped to England. Import laws made it very difficult to have a left-hand-drive car brought in to Australia and, as such, the car suffered a slightly haphazard conversion. It landed on McGrath’s doorstep with both that and some questionable engine work to put right. From then on, the shop had a loyal customer.
Andy continues: “When that car had been imported it was an Italian-delivered car originally. It had been converted to right-hand drive from left. It was a bit compromised. He had an engine rebuild that didn’t work out by some guy in Australia. He turned up here one day, just walked in off the street and said “My name’s Steve, I’m from Brisbane. I’ve got a Ghibli out there with engine problems. How much to rebuild the engine?” and that was how our relationship started 14 years ago.”
You wouldn’t know this Ghibli’s troubled past from looking at it. This, as well as the other five cars, are presented in absolutely pristine condition, and rightly so. Giving someone the bug for a marque is the honour of very few cars. This red Ghibli has that honour. “It holds a very special place in his [Stephen’s] heart.”
1970 Maserati Ghibli SS Spyder by Ghia
“Made for the Cote D’Azure”
The white Ghibli SS Spyder is perhaps the most intriguing of the three in this collection. As an SS Spyder it’s already rare, but in right-hand-drive configuration, it’s one of just four cars made. For its rarity, this car also earned itself a concours-standard restoration with period-correct Connolly leather hides used in the cabin and a pristine Bianco repaint – a five-year undertaking that’s just finishing now.
The car had been restored previously around 30 years ago, albeit not to the standards customers ask of today. “When it came back before we began restoring it in 2013, it needed work but it was still good enough for the Maserati Club stand at the NEC Classic Car Show.”
“We’d restored that car for a previous owner who then sold it to Steve 15 years ago. He used that out there [Australia] for a number of years. We’ve been restoring it for five years – we’re just finishing it really. This is the concours-standard car – a brilliant challenge to relish taking the car to new levels. The one we’re probably most proud of.
Maserati. Variety. Struggle to pick to be honest, though the one-of-two Frua Quattroporte is a very special thing. pic.twitter.com/fJqfWFtsaT
“When it came back before we restored it in 2013, it needed work, but it was still good enough for the Maserati Club stand at the NEC Classic Car Show.” says Andy. Nothing less than perfection, then.
The car was originally delivered to the UK to its first owner, Sheikh Hamad bin Khalifa Al Thani. A first owner befitting, we think, of a right-hooker Spyder’s best talents – the unassuming yet impressive cruiser. Andy agrees: “You look at that car and you just imagine driving down the Cote D’Azur. It’s what these cars are made for.”
1971 Maserati Ghibli SS Coupe by Ghia
“The one they saved”
You could certainly claim that some of these cars have, to an extent, been saved by the owner – none more so than ‘Kermit’ the Verde Gemma Ghibli SS. Acquired in 2007, the car was, by all accounts, in something of a sorry state. A rare right-hand-drive SS, today this wouldn’t be enough to deter a prospective buyer, because it’d be well worth the investment. But at the time these cars hadn’t hit their stride in the classic market.
“This car was the biggest challenge” muses Andy. “Anyone else would have thrown this away… In anyone else’s hands at the time this car could well have been lost, but Stephen liked to set us a challenge.”
Looking at the way the pristine hue emboldens Giugiaro’s subtle humps and dips in the hand-rolled bodywork, we couldn’t possibly imagine a time when it had flirtations with the scrapheap. The cabin is a stunning ‘70s brown – proper GT spec.
Andy tells us there are concessions to modern comfort and usage. A larger alloy radiator means this temperamental classic is just a touch better-prepared for day-to-day usage. “This was more about what Steve actually wanted. The day he collected it after the restoration, he took it straight to Austria. He called me up saying, “I’ve just been chasing a Gran Turismo – that car’s amazing!” I said, “It’s still running in, Steve!” He said, “I don’t care!” It’s had work since to keep it in tip-top shape…”
1972 Maserati Bora 4.7
“The more subtle ‘70s supercar”
The Bora has this reputation as the ‘70s supercar that boyhood posters forgot. It’s very pretty, with the devil hiding in the details – a design philosophy not necessarily befitting the era that belonged to the Lamborghini Countach and Ferrari Daytona. Still, stainless steel sheeting on the roof makes an impression in person, as does the neat yet muscular hindquarters and purposeful snout.
There’s evidence to suggest this is the first of what you might call user-friendly supercars. “The engine you can actually get out in five hours. Try that in a Miura… It’s that weird combination. Outrageous-looking yet it has space for luggage, and the cabin is comfy.” It even features pedals that move toward you with a steering column that goes up and down.” (The seat doesn’t move back and forward). Eat your heart out, Ford GT and LaFerrari…
While masters of the wedge since the introduction of Giugiaro’s Ghibli in the late ‘60s, Maserati never embraced the full supercar experience you associate with that design ethos. The Bora, while wearing that shape, was a classic Maserati at its core, like the Ghibli or the 5000 GT – a grand tourer.
“You’re not into fifth until past 130. It’s not a supercar as much as it is a super GT – a classic Maserati at its core. Still built with the Maserati DNA. Don’t make it like a go-kart, make it so you can cross continents.”
The golden age of Maserati
We asked whether our assessment that these cars represented a golden age for Maserati was fair. Andy’s response was fairly conclusive: “Definitely. Our era goes from about the mid-50s to about 2012, but that classic era from the mid-‘50s to the mid-‘80s has to be it”. What was Andy’s pick of the six? “It has to be the 5000 GT. It’s just the business, isn’t it?”
These cars then, are the perfect cross-section of everything we know and love about Maserati. Their legacy lives within the prongs of the trident. They’re why we forgave it for the anonymous (and ironically now quite desirable) boxes of the 1980s and 90s, only to rejoice at the return of the pretty grand tourer, only to forgive again that said car was the 3200 GT…
Today, Maserati is where it should be – selling to a bigger customer base than ever before, as well as building on its heritage. These classics give us a better appreciation of just what a proper Maserati should be — “An Important Maserati Collection” indeed. May they find loving homes with RM Sotheby’s in September.
Forget the Goodwood Festival of Speed or England’s third place playoff match against Belgium, because Stowe House was the only place to be on Saturday. The grand setting played host to the Festival of the Unexceptional, a celebration of everyday classics, the mundane and the oft-forgotten. We grabbed our Instamatic camera to bring you the best photos from the extravaganza of the ordinary.
Ford Sierra
Once upon a time, the Ford Sierra was a familiar sight of Britain’s roads, but while your father yearned for a Ghia or XR4i, he probably had to ‘make do’ with something a little more mundane, like a beige 1.6 GL. This Sierra has survived scrappage schemes, the lure of a PCP deal and the British weather, and is, in our humble opinion, as exciting as anything on show at the Duke of Richmond’s garden party.
Vauxhall Astra
Today, this Vauxhall Astra 1.3 L Estate looks to the manor born, which shows how much has changed in three decades. When new in 1989, it wouldn’t have been allowed this close to Stowe House unless it was carrying Gary the window cleaner or Brian the gardener.
Ford Cortina
The Cortina was destined to be called the Consul 325, but Ford bosses decided its family saloon needed a more aspirational and exotic name. Having ruled out Skegness, Paignton or Morecambe, Ford settled on Cortina, after the Italian ski resort and host of the 1956 Winter Olympics.
Austin Allegro
What could be more unexceptional than the Austin Allegro, the car often cited as representing all that was wrong with the British car industry? “It’s easy to like the Austin Allegro just for its looks,” proclaimed the press ad at its launch in 1973. You can decide if the ad man was speaking the truth.
Maestro meets Maxi
Left or right? Given the choice, would you prefer to travel home from Stowe in an Austin Maestro or an Austin Maxi. Waiting for the bus is not an option. For what it’s worth, we’d be happy in either.
Fiat Strada
Now for something a little more exotic. The Fiat Strada – or Ritmo in its domestic market – is known for being the subject of one of the famous car adverts of all time. The ‘Handbuilt by Robots’ advert was set to the rousing soundtrack of Rossini’s Figaro and once filled an entire News at Ten ad break. According to Campaign, upon arrival in Turin, the production team were met by workers protesting about losing their jobs… to robots.
Talbot Matra Rancho
Ahead of its time in so many ways, the Matra Rancho was a ‘lifestyle’ vehicle before marketing people had cottoned on to the fact that people might use their cars for more than just commuting, shopping, school runs and family holidays. It looked like a pre-Discovery Discovery, but the front-wheel-drive Rancho offered little in the way of off-road ability. Cool thing.
Volvo 360
Give yourself 1,000 I-Spy points for spotting a Volvo 360 away from its natural territory of a garden centre or a lawn bowls car park. The 360 was introduced in 1982 and featured a more powerful 2.0-litre engine, which enabled owners to reach the garden centre in record time. You can’t be late for those two-for-one flapjack deals in the tea shop.
Dacia 1310
This is Ian ‘Hubnut’ Seabrook’s Dacia 1310, a recent import from Romania. Ian chronicled the journey home on YouTube, and the adventure is far more exciting than a supercar driving past a wall in Sussex. Probably.
Invacar
This is one of Ian’s other cars: an Invacar. Again, you can catch up on the restoration job via HubNut’s YouTube channel. One day, we hope to see Ian invited to tackle the Goodwood hill in the Invacar. We hear Nick Heidfeld is a tad worried that his record might be broken.
Austin Maxi
AA and RAC badges present and correct, because you can never have enough breakdown cover. In fairness, the Austin Maxi comes in for some unfair stick, but this was a genuinely innovative and spacious family car. Sadly, it was let down by poor build quality and a lack of investment.
Chrysler Alpine
Good enough to be named European Car of the Year in 1976, and yet the Chrysler Alpine – or Simca 1307 – has been all but forgotten. Which is a shame, because the Alpine was an early pioneer of the hatchback bodystyle, offering a compelling blend of space and economy. Today, it’s as rare as many of the cars basking in the sun on the Cartier Lawn at Goodwood.
Triumph TR7
It’s a good job Giorgetto Giugiaro wasn’t at the Festival of the Unexceptional, because if he had, he’d have taken one look at this Triumph TR7, paused for a moment, wandered around to the other side, before proclaiming: “Good lord, a beige Metro.”
Datsun Cherry
In many ways, this photo represents the turning point in the British car industry. A Range Rover and Rover P6 – two of Britain’s greatest cars of the era – flanking a Datsun Cherry, one of the first of new wave of Japanese cars to hit these shores. The subject of derision when new, motorists loved the fact that, unlike many of the British cars of the day, a Japanese car would start in the morning and would almost certainly reach its destination.
Nissan Prairie
The Chrysler Minivan and Renault Espace are credited with kickstarting the rise of the MPV, but the Nissan Prairie was there at the start. Indeed, the Prairie owes much to Giugiaro’s Megagamma concept of 1978.
Citroen GS
Designed to fill the gap between the 2CV and the DS, the GS delivered Citroen’s famous innovation to the masses. Launched in 1970, the GS beat the SM to the European Car of the Year award in 1971 and was, by some margin, the most technically advanced car in its segment. Buy a GS today, while it remains relatively affordable.
Oh, Nicole
A popular, forward-thinking, neatly-packaged and good looking car. Oh, and alongside the Renault Clio you’ll find a Jaguar XJ-S.
Datsun Sunny
Last year, this 1983 Datsun Sunny was named the most unexceptional car at the show. Which, in the case of this event, is a good thing.
Lobster Diecast
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This is Lobster Diecast’s works van, which is one of our favourite cars of the show. Keep clicking for more unexceptional photos of exceptionally brilliant cars.
In June 2016, 71 percent of car searches by fuel type on Auto Trader were for diesel vehicles. Petrol was way back on just 27 percent. Just two years on, the tables have been dramatically turned, with the two fuels now neck-and-neck in searches.
Latest Auto Trader data shows a decline in diesel fuel type searches to just 47 percent – and petrol has grown to 46 percent. On current trends, June 2018 could therefore be the last month in many years that diesel holds a search advantage over petrol.
But although diesel was for years marketed as a greener choice, modern alternative fuel vehicles (AFVs) such as hybrids and electric cars are not picking up the slack. Searches for AFVs totalled just 4 percent in June 2018: that’s growth of a paltry two percentage points in two years.
“These figures underline the lack of momentum in electric and hybrid take-up to date,” said Karolina Edwards-Smajda.
“Consumers are hearing negative noises around diesel but confusion and a lack of clarity means they’re responding with either inaction or by shifting to another fuel type that they know and understand – petrol.
“Petrol is the clear winner so far from the campaign to ‘demonise diesel’.”
As for used car values overall, they’re on the up. The Auto Trader data showed the decline in diesel prices are being balanced by an increase in petrol. The average price of a used car is now £12,675, an increase of more than £1,000 over June 2017.
This is a like-for-like basis too, adds Auto Trader: the effects of changes in the mix of cars being sold – for example, more SUVs and fewer hatchbacks – are stripped out. It’s not your imagination: used cars really are getting more expensive.
Aston Martin’s expansion in the luxury goods sector could see it move into luxury aircraft, with the reveal of its Volante Vision Concept at Farnborough debuting “an exciting alternative transportation solution for customers across the globe”.
Developed in partnership with Cranfield University, Rolls-Royce and Cranfield Aerospace Solutions, the three-seat flying Aston is billed as a hybrid-electric autonomous vehicle for urban and inter-city travel.
The new aircraft, able to take off and land vertically (like a Harrier Jump Jet) will be fast, efficient, not get jammed up in road congestion and, crucially, be very luxurious and plush inside. It will also give Aston Martin’s ever-broadening design division an entirely new platform to develop its signature look.
Impressively, Aston claims it is a “near future study”, meaning it could start flying in prototype form sooner than we may think.
Explaining Aston’s move to the skies, president and CEO Dr Andy Palmer said: “With the population in urban areas continuing to grow, congestion in towns and cities will become increasingly demanding. We need to look at alternative solutions to reduce congestion, cut pollution and improve mobility.
“Air travel will be a crucial part in the future of transportation, the Volante Vision Concept is the ultimate luxury mobility solution.”
We’ve always spent about an hour commuting to and from work, he said, and the distance we live from work has been based on the types of transportation available. Aston’s new aircraft will allow people to live further away from work as they’re able to travel further in that hour.
“Cities will grow, and towns that are today too far away from cities to be commutable will become suburban.” The Volante Vision Concept will “change the future of transportation, giving our customers a new dimension of freedom”.
“With Aston Martin and our ‘dream team’ of British innovation across industry and academia, we are positioned to change the future of transportation, giving our customers a new dimension of freedom”.
Rolls-Royce director of electrical Rob Watson said: “Rolls-Royce has already delivered hybrid-electric systems for other applications including ships and trains, and we’re very excited about the potential of the technology in aerospace.
“This is a great opportunity to collaborate on a pioneering project which will use high performance hybrid-electric propulsion technologies for personal air mobility concepts that could transform the future of transportation.”
Highways England is to trial a raised speed limit of 60mph through motorway roadworks during quieter times, and if it is successful, the move may become permanent.
This would see the speed limit raised during less busy off-peak times, such as Sundays, while still keeping the current 50mph limit when the roads are busier.
The move is aimed at reducing the frustration motorists feel from driving for miles on end at 50mph through ‘empty’ roadworks on deserted motorways and A-roads. Studies have shown this causes raised stress levels – which are significantly reduced simply by raising the speed limit by 10mph.
Highways England chief executive Jim O’Sullivan said: “People understand roadworks are necessary but are also frustrated by them.
“At the same time, we have to ensure as they drive through them that they, and our road workers, are safe.
“So we are always thinking of new ways to improve journeys at the same time as keeping everyone as safe as we can.”
Highways England will also assess whether it is safe to raise the speed limit when roadworks are situated further away from the main motorway carriageway – which could result in different speed limits for either side of the motorway, depending on where workers are located.
The organisation does add that it doesn’t intend to compromise safety: figures show that there are 300 incidents of drivers entering coned-off areas, or subjecting road workers to verbal or even physical abuse, every week in the UK.
From the 1960s through to the early 1980s, giant beasts roamed the highways of America. Bedecked in chrome and vinyl, wearing whitewall tyres and powered by huge, lazy engines, these land yachts were the biggest of the big. We’ve unearthed 21 of these dinosaurs, and all of them stretch the tape measure to at least 214 inches (5.4 metres) in length. Let’s set sail.
Our first port of call is Dodge’s short-lived Custom 880. Although still a large vehicle by modern standards, the era of the land yachts was one where size really did matter. Under pressure to compete with Chevrolet, Dodge rushed out its own version of the Chrysler Newport. A 361-cubic inch (5.9-litre) V8 engine with 265hp was standard, with a 383ci (6.3-litre) 305hp V8 optional. It wasn’t enough, and the 880 was dead in the water by 1965.
1975 Dodge Charger SE – 216 inches / 5.48 metres
Most people immediately think ‘muscle car’ when the name Charger is mentioned. But by 1975, an icon of the horsepower wars was little more than a jaded luxury coupe. It may have had sumptuous 24-ounce shagpile carpeting inside, but the square exterior styling made it a nightmare for the NASCAR teams forced to use it on-track. Dodge only managed to sell 31,000 examples in 1975.
1970 Ford LTD – 216.1 inches / 5.49 metres
Between 1969 and 1978, Ford sold 7.75 million examples of the second-generation LTD and its Mercury sisters. It was also the biggest car offered by the Blue Oval during its lifetime. Styling for the 1970 model year included a grille inspired by the Thunderbird, combined with funky hidden headlights. Engine choices ranged from a big 302-cubic inch (4.9-litre) V8, through to a really big 429ci (7.0) V8.
1971 Buick Riviera – 217.4 inches / 5.52 metres
Big and bold was the look for the third-generation Buick Riviera, launched in 1971. A giant ‘boat tail’ rear end seems apt for a land yacht, but the radical styling proved unsuccessful with buyers. A ‘Full-Flo’ ventilation system, with a habit of sucking exhaust fumes and rain water into the cabin, probably didn’t endear the Rivera to customers either. More impressive was the standard-fit ‘MaxTrac’ traction control for the 455-cubic inch (7.5-litre) V8 engine.
1969 Dodge Polara – 220.8 inches / 5.61 metres
Now we’re getting into the realm of serious yachting as we sail across the 220-inch longitude. Adopting Dodge’s ‘fuselage’ styling concept, the 1969 Polara was available in five different body styles. Engine choices were all V8s, ranging from a modest 230hp 381-cubic inch (6.2-litre) to the thumping 440-ci (6.5-litre) Magnum with 375hp and 480lb ft of torque. The sales brochure boasted of hidden windshield wipers, and carpets so plush you’d want to take your shoes off to drive.
1959 Chrysler New Yorker Town & Country Wagon – 220.9 inches / 5.61 metres
It might be from an earlier decade than the others on our list, and it also happens to be an estate. But the ’59 Town & Country is still very much a land yacht. Standard-fit was the ‘Golden Lion’ 413-cubic inch (6.77-litre) V8 engine, with 350hp and a push-button three-speed automatic transmission. Optional extras included the ‘Mirrormatic’ electrically dimming rear-view mirror. Strange to think you often need to pay extra for an automatic dimming mirror on a new car almost six decades later.
1980 Plymouth Gran Fury – 221.5 inches / 5.62 metres
For a significant period of its life, the Plymouth Gran Fury existed to satisfy the demands of the fleet market, and this lifeline kept it alive. It may have been downsized for 1980, but this is still a huge vehicle. Police chiefs loved them, with a special package offered to boost the 360-cubic inch (5.9-litre) V8 engine to a ‘massive’ 195hp. By 1980, the land yacht era had capsized, and Plymouth ditched the Gran Fury part-way through 1981.
1973 Chevrolet Impala Custom Coupe – 221.9 inches / 5.64 metres
Chevrolet’s marketing pitch for 1973 sounded more like a political campaign speech, rather than a way to sell cars. It was about ‘building a better way to see America’ and what could be better than seeing it from the vinyl and woodgrain interior of your Impala? Powering you across the country was a standard 145hp ‘Turbo Fire’ 350-cubic inch (5.7-litre) V8. But, if you really wanted to make progress, you could pick the optional 455-ci (7.5-litre) ‘Turbo Jet’ V8 with 245hp. That might have required several more stops for gas, though.
This is decadence! In 1976 Cadillac was very keen to stress that the Eldorado was the last American convertible. Features such as automatic climate control and plush six-way adjustable leather seats pushed the Eldorado’s weight to 5,153lb (2,337kg). Thankfully, propulsion came from an extravagant 500-cubic inch (8.2-litre) V8, even if all that displacement could only generate 235hp. Owners might have been even more grateful for the standard ventilated disc brakes.
1976 Ford Thunderbird – 225.7 inches / 5.73 metres
Can you imagine how long polishing all the chrome on the Thunderbird’s front bumper would take? And that’s before you even get to the grille, the headlight surrounds, wing mirrors, and finally, the rear bumper. All that shine meant the Thunderbird weighed in at over 5,000lb (2,268kg). Power came courtesy of a 460-cubic inch (7.7-litre) V8, connected to a ‘Cruise-O-Matic’ transmission. An eight-track tape player was a $382 option, whilst the distinctive ‘Lipstick’ colour scheme added $546 to the $7,790 list price.
1977 Dodge Royal Monaco – 225.7 inches / 5.73 metres
If you were the kind of person who liked traditional value, combined with an added touch of luxury, then the Royal Monaco was for you. Slide around on the standard vinyl-upholstered seats, revel at the choice of two ashtrays in both the front and rear passenger compartments, and impress people with your hidden headlights. If you’re really feeling flush, perhaps you might go for the option of a locking gas cap, or the unmitigated luxury of an electric digital clock.
1978 Ford Country Squire – 225.7 inches / 5.73 metres
Nothing says ‘premium’ like slapping simulated woodgrain to the side of a station wagon. From 1951 to 1991, Ford’s full-size estate featured imitation timber trim. The 1978 Country Squire would be a final flourish for outlandish size, as the following year saw a smaller seventh-generation car. But in 1978, tipping the scales at some 4,881lb (2,214kg) meant even the largest engine option of the 460-cubic inch (7.5-litre) V8 could only push the Squire to a maximum speed of 111mph. Still, at least you wouldn’t have to worry about varnishing that wood.
It becomes evident how important size was in the land yacht era, when manufacturers were willing to incorporate length into a model name. Between 1959 and 1969, the length of the Electra had fluctuated, but for 1970 it returned to that eponymous measurement. Also new for 1970 was a 455-cubic inch (7.5-litre) V8 with an impressive 370hp and 510lb ft. It may have been vast, but the Electra 225 was certainly no slouch, making it one of the raciest yachts on our list.
1972 Lincoln Continental Mark IV – 228.1 inches / 5.79 metres
Aside from the Ford Thunderbird, the Lincoln Continental range of the 1970s is perhaps the best example of the personal luxury coupe genre. For those customers wanting to go completely overboard, Lincoln offered a range of designer special editions. Created by Bill Blass, Gucci, Givenchy, and Cartier, each car came with a bespoke colour scheme, plus a gold-plated plaque on the dashboard. The latter could even be engraved with the owner’s name, just in case you forgot who you were.
1970 Imperial Crown – 229.7 inches / 5.83 metres
Chrysler had used the Imperial name since the 1920s, but between 1955 and 1975 it created a standalone marque to rival Cadillac and Lincoln. Life was tough for the third-generation range of Imperials, as being based on Chrysler platforms and bodyshells placed them at a disadvantage versus other luxury brands. Instead, the Imperial had to compete on features like a standard 440-cubic inch (7.2-litre) V8 engine with 350hp, or bench seating described as being like a sumptuous sofa – finished in cloth and vinyl.
1975 Cadillac Coupe de Ville – 230.7 inches / 5.86 metres
Across the 230-inch threshold we sail, and into what we can probably title as the ‘super yacht’ category. These next six cars are truly vast, and the de Ville is a perfect expression of the self-indulgence available. Interiors were offered in both leather or patterned velour, while the exterior featured a huge vinyl roof and cornering lights to help steer your ship. Airbags for the driver and passenger were an option, as was traction control and, of course, whitewall striped tyres.
1978 Chrysler New Yorker Brougham – 231 inches / 5.88 metres
By the late 1970s, land yachts like the New Yorker were bigger than disco music. But 1978 would be the final year of the Chrysler ‘C-body’ platform that saw service in many of the full-size machines on our list. A 400-cubic inch (6.6-litre) V8 came as standard, unless you happened to live in California or high-altitude states ,where the smaller and cleaner 360-ci (5.9-litre) V8 was mandatory. On the options list was a AM/FM stereo with a search function operated by a foot switch, and even a CB radio.
1974 Oldsmobile Ninety-Eight LS – 232.4 inches / 5.90 metres
Another giant of the Chrysler ‘C-body’ era was the Oldsmobile Ninety-Eight. Before the marque was made to walk the plank in 2004, Oldsmobile was the oldest surviving American car brand. The glory days came in the 1970s, and with cars like the colossal 1974 Ninety-Eight it’s not hard to see why. Plus, any car with a 455-cubic inch (7.5-litre) V8 engine named ‘Rocket’ gains serious credibility. The record length for ’74 models came from the need to incorporate federally mandated 5mph bumpers into the already vast design.
1979 Lincoln Continental Mark V – 233 inches / 5.92 metres
If you thought the Mark IV Continental was whale-sized, then we’re going to need a bigger boat for the Mark V. With almost a further five inches in length, the Mark V was even more opulent and ostentatious. A vinyl roof was standard for 1979, as were the round ‘opera’ windows, and a Cartier-logoed clock. For true glitz, buyers could opt for The Collector Series, which was promoted by Tom Selleck. Gold-toned grille inserts, a crystal-like hood ornament, and acres of padded vinyl proved you were ready to celebrate the final year before downsizing would claim another victim.
Having strayed a long way from the original 225 inches, by 1975 the Electra was now one of the biggest monsters roaming the turnpike. According to Buick, the 225 was for those who wanted to drive a luxury car without being pretentious. Although the promotional photo, taken outside a sprawling mansion, somewhat begs to differ, while interior options included plush patterned velour upholstery. Sadly, the steadfast 455-ci (7.5-litre) engine was now smothered by emissions and fuel-saving changes, producing just 205hp.
This is it, the end of our epic voyage. It means we’ve come to the biggest land yacht, and one of the longest post-war American production cars, period. Federally mandated bumpers were responsible for making the LeBaron even lengthier in 1973, adding an extra 5.8-inches to its already imposing dimensions. After 1973, the Imperial brand would slip away, finally being cast adrift for good in 1975. Oil embargos and emissions regulations would be the factors that sunk the Imperial, and would do the same for the rest of the land yacht fleet by the early 1980s.
The Supercar Run has long been one of the highlights of the Goodwood Festival of Speed, always yielding surprise debuts, shock oddities and obscure delights that get you simultaneously Googling the value of your kidneys and exclaiming “What on Earth is that!”. For this, the 25th-anniversary FOS, the Michelin Supercar Paddock looks better than ever, brimming with weird, wonderful and nauseatingly expensive exotica. Let’s take a look.
Apollo IE
We counted down the reasonswhy the Apollo IE might be the greatest supercar of this year’s FOS and a good many of those have held true. Chief among them is the incredible V12 noise. If you want to make a Vulcan sound timid, the Intensa Emozione is THE weapon of choice.
Brabham BT62
This legendary racing name has ridden a veritable wave of anticipation and trepidation. Will they go back to the track? Will there be a road car? Will they pull it off? From our ride with David Brabham up the hill yesterday, we can tell you it’s very much for real and an utter monster. Bring on Le Mans and a road-faring machine with Brabham on its rump.
McLaren P1 GT
This was a FOS surprise if ever we saw one. McLaren racing wizards Lanzante have been fettling track-prepped P1s for a while now. So, what follows road-registered P1 GTRs and the monster P1 LM? The P1 GT, of course, complete with extended rear-end bodywork, a fixed wing and roof scoop.It’s designed to ape the F1 GT of the late ’90s and looks stunning.
McLaren P1 GT
Another of that extended rear end. The fixed wing is prominent – we’d expect nothing less of something based on a GTR. Multi-spoke wheels add a touch of class, as does that lovely green.
NIO EP9
This could be what supercars of the future look like – a fully electric, Nürburgring-munching, Bugatti-baiting monster that in spite of its EV powertrain, does make a noise. Or rather, the air around it makes a noise as its active rear wing waggles in the wind braking before Molecomb. It’s a pleasing noise, too, albeit one that requires serious speeds…
Ferrari FXXK Evo
The masters of the V12 – Ferrari are rarely to be seen laying down in the supercar stakes. The FXXK Evo is the latest iteration of its track-only hopped-up LaFerrari-based machine (because a LaFerrari is tame, apparently). The Evo adds even more aero addenda and even more noise – all wrapped in a lovely black and yellow colour scheme.
Porsche 911 Speedster Concept
Throttling back from the extremes of the previous entries, the new 911 Speedster Concept is Porsche’s birthday present to itself. It likely heralds the imminent demise of the 991-generation 911 but what a way to go out. Retro wheels, mirrors and a tan interior are tasteful callbacks to Porsches of old.
Aston Martin Vantage V600
Talking of goodbyes to outgoing models, the Vantage V600 might just trump the Speedster as a cool farewell. Complete with GT12 powertrain and widened track, but with a manual gearbox and a more sculpted, bespoke style, the V600 is the ultimate-ultimate Vantage. Then again, any Aston bore would know that just from the name.
Nissan GT-R50 by Italdesign
At first, you might think Nissan and Italdesign are something of a curious pairing. Then again, common celebrations yield common allies. As such, the GT-R50 by Italdesign celebrates the fiftieth anniversary of both the GT-R badge and the famous styling house. It works, too, given it’s a rebooted 700+hp GT-R Nismo.
Aston Martin Vulcan AMR Pro
The Vulcan, like the FXXK, is a bit of an ageing track-only bruiser. Not that an 800hp V12 can ever be considered decrepit… Regardless, last year Aston saw fit to give it the ‘AMR Pro’ treatment. Canards, a double-level wing and a resplendent livery from the recent Aston Martin Racing Festival mean the Vulcan is as jaw-dropping as ever, even as Valkyrie looms…
Aston Martin DBS Superleggera
You can normally at any given time judge the strength of Aston Martin’s range by the quality of its flagship. While the Vanquish was a champion of heart-over-head desire, the DBS Superleggera that’s now replacing it should serve as the twin-turbo V12 700hp+ strong-arm Aston needs to fight off 800hp Ferrari super GTs. Our review is coming soon.
Koenigsegg Agera RS Final Edition
With the release of the Final Edition cars, the Koenigsegg Agera RS is no longer in production. Still, it dies a record holder and goes out a bang, with the ‘Thor’ and ‘Vader’ special FE models making a splash at FOS. There’s still no mistaking that turbo whir for anything other than an Agera. Let’s hope its replacement (due at Geneva) can live up to the legend.
Ferrari 488 Pista
The long lineage of track-honed mid-engined V8 Ferraris is one of the most revered bloodlines in motoring. That’s reflected both in reviewers’ impressions over the years and the prices old-generation cars continue to command. The 488 Pista is the latest and carries the torch with ease. Can they do no wrong?
Ferrari LaFerrari Aperta
You know a car is cemented in history as an all-time dream car if, five years on from its debut, it’s still grabbing headlines. The last of the LaFerraris – the open-topped Aperta – is perhaps the most desirable and looks every bit as fresh as the day the coupe debuted. A proper stunner, and classy in black with red highlights, too.
Ford GT
It’s still the supercar of the moment, as it was last year and the year before. Like the last one, and indeed the GT40 in the beginning, it will always be one of the greats. Since that incredible 1-2-3 at Le Mans in 1966, all GT-badged Ford supercars have been destined for greatness. This latest example is a successful racer, a jaw-dropping beauty and a competent machine in its own right.
W Motors Fenyr Supersport
Just count the angles, will you? The W Motors Fenyr Supersport looks like it was styled by a man with a minigun loaded with knives who was given five hours with a block of fibreglass. Underneath the incredible exterior beats an 800hp German heart of 3.8-litre twin-turbo flat-six muscle. It’ll be sure to turn heads boosting up and down Sloane Street on a hot summer’s afternoon, as it did on the Goodwood hillclimb. On sale now for £1.1m, if you’re curious.
BAC Mono
The selfish supercar still hasn’t lost any of its gravitas. It’s one of those things that commands awe purely for its packaging and the level of engineering, plus its spine-tingling powertrain. It’s surely a tonic as a track (or hill) attack machine, but bad luck to any prospective passengers that fancy coming along for the ride.
Aston Martin Vantage
As far as anyone with less than £300k+ to blow on something exotic is concerned, the new Vantage might just be the star of the show. With 500hp of twin-turbo V8 muscle and a chassis dripping with an ex-Lotus expert’s setup wizardry, the new Vantage blurs the line between sports and supercar with ease. It looks fabulous while doing it, too – an A+ effort from Aston yet again.
Lamborghini Aventador S
This isn’t a particularly new car anymore, nor the newest car in Lambo’s FOS lineup, or the most expensive, or the rarest. The Centenario Roadster takes those two with ease. The Aventador S earns its spot on our top-20 list for its stunning purple paint scheme alone. Any homage to the Diablo SE30 gets our approval, deliberate or otherwise. Also, something something V12…
What’s your favourite supercar of this year’s Goodwood FOS? Let us know in the comments below.
Lotus Cars is 70 years old in 2018 and, fittingly, has also just made its 100,000th car. The firm is teaming up with the Jim Clark Trust to mark the occasion and raise money for the charity by giving away the landmark Lotus.
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In June 2016, 71 percent of car searches by fuel type on Auto Trader were for diesel vehicles. Petrol was way back on just 27 percent. Just two years on, the tables have been dramatically turned, with the two fuels now neck-and-neck in searches.
Aston Martin’s expansion in the luxury goods sector could see it move into luxury aircraft, with the reveal of its Volante Vision Concept at Farnborough debuting “an exciting alternative transportation solution for customers across the globe”.
Highways England is to trial a raised speed limit of 60mph through motorway roadworks during quieter times, and if it is successful, the move may become permanent.
From the 1960s through to the early 1980s, giant beasts roamed the highways of America. Bedecked in chrome and vinyl, wearing whitewall tyres and powered by huge, lazy engines, these land yachts were the biggest of the big. We’ve unearthed 21 of these dinosaurs, and all of them stretch the tape measure to at least 214 inches (5.4 metres) in length. Let’s set sail.
