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WHY Is The Ford Maverick HYBRID Harder To Get Than The FULL Electric Ford Lightning?
The media-made buzz around EVs has actually been off the charts and also all of it is made to get you to THINK that EVERY.SINGLE.PERSON in the world LOVES them and WANTS them.And alot of it has actually functioned deceiving individuals enough to make them pay $30k OVER sticker label for brand-new EVs like the brand-new Ford Lightning.But you recognize what’s REALLY occurring on the street?To provide you a hint do
a search for a Lightning on any of the prominent auto acquiring websites. What you’ll discover is:1. There are a TON offered available.2. Many currently go to MSRP and some are gettign desperate to unload theirs and going UNDER MSRP to relocate them.But you understand which ride STILL isn’t very easy to obtain or get a good price on?The Ford Maverick Hybrid.
We on a regular basis check the marketplaces and also we can inform you EVEN NOW if you want one and they are
readily available, there is NO WAY you’re getting one for MSRP( unless it is a supplier order).
So tell us WHY is the Maverick Hybrid HOTTER than the FULL ELECTRIC Lightning pickup??
For GREAT deals on a new or used Chevrolet check out Martin Chevrolet TODAY!The Fastest Corvette In Japan
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Growing up, I remember seeing a Corvette Stingray in a magazine and thinking it was the craziest car design ever. I was probably around seven or eight years old at the time, and to this day I still think of the Corvette as one of the most beautiful cars ever made.
At Central Circuit’s recent Drag Festival series round, I spent some time looking over a very cool example run by Rod Motors. The ‘Dragvette’ currently holds a Japan Drag Race Driver Association (JDDA) Pro Stock title.
I was told that the chassis and body are all original, although I’m pretty sure the front end uses a tube frame and of course the rear end has been tubbed so it can accomodate those massive 33x15x15-inch Hoosier drag slicks. Then there’s the hood and iconic rear split-window roof, which are fiberglass.
As I found out on the day, there’s a brilliant history behind the car and its owner, Mr. Makoto Katsuragi.
Back in the mid-1970s, Katsuragi-san emigrated to and opened a garage in San Francisco, where he developed a taste for drag racing. Soon after, and during the same year his son Ryo was born, Katsuragi-san started racing a red 1963 Corvette Stingray – the very same car you see today.
It’s been raced for nearly five decades, and today competes in Japan in a completely evolved state with Ryo behind the wheel. Up front, a 440ci SBC V8 with nitrous oxide provides the power, while a Powerglide transmission helps get it to the ground.
It’s amazing to see this 60-year-old car go down the quarter mile in 8.50-seconds at 246km/h – a Japanese drag racing class record.
The journey that drag cars and their drivers take to gain split seconds of speed is really something special. It shows that perseverance, dedication, hard work and a fair amount of blood, sweat and tears will allow a few select people to achieve greatness.
Drag racers like Makoto and Ryo Katsuragi are my new heroes.
Toby Thyer
Instagram _tobinsta_
tobythyer.co.uk
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Favorite Car Ads: 1971 Pontiac GTO
Rolling In To The Mooneyes Yokohama Hot Rod Custom Show
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The first weekend of December is always an event double-whammy for me. It starts off on Saturday at the Pacifico Yokohama convention center for the Mooneyes Yokohama Hot Rod Custom Show setup, while Sunday – the actual Mooneyes event day – is spent at Fuji Speedway for the Nismo Festival.
Now that Covid disruptions seem to be behind us, this past weekend I had a lot of fun hitting up these two legendary meets once again. Let’s kick off with the Yokohama Hot Rod Custom Show 2022 – the 30th anniversary event no less.
The show prep is something I’ve always enjoyed shooting.
Seeing so many wild vehicles arrive under their own power is a real spectacle, and even if I never get to see the actual show the following day, I never feel short changed.
With enough space inside the venue that I can easily break out my 70-200mm lens, plus no crowds to contend with, setup day at the Yokohama Hot Rod Custom Show really is an automotive photographer’s paradise.
It’s also so cool to see the work that goes into preparing cars for display, not to mention the displays themselves.
Then of course there are the cars – the main reason why we’re here.
Although I’ve covered Mooneyes events in Japan for years – and learned a lot about this corner of car culture in the process – I could never call myself an expert. There’s just too much variety when it comes to vehicles, history and styles spanning pretty much a whole century.
But that’s OK. I’ve always enjoyed being a fish out of water at these events, but at the same time some things have become familiar. That’s because Mooneyes Japan events always throw domestic cars into the mix.
Like the Yajima Jidousha S14 Silvia, which I first ran into at Tsukuba back in 2018. Since then, its L28 engine has received a bump up to 3.1L and it now breathes through triple 50mm carburettors.
Right in front of the S14 was this Nissan Gloria wagon, also powered by an L-series engine with a similar spec.
It’s so cool to see owners continuing to use these older, carbureted straight-sixes. It must be rather cool having full-tune S30Z sound in your wagon.
Mooneyes always has its fair share of Volkswagen Beetles and Buses, but there were some other rear-engined VW beauties at the event, including this stunning Brazilian 1600 4-door notchback.
No matter how you decide to navigate the Pacifico halls, the variety keeps coming.
So, when I was done looking at old American trucks, I headed back outside to see what was on its way in.
I love themed cars, especially ones that make sense. I wouldn’t look twice at a Nissan NV200 van on the street, but when one turns up to a Mooneyes event sporting the iconic BRE livery and running reimagined 4-spoke wheels – the originals used on old Datsun Sunny race cars – I start snapping away.
The NV200 wasn’t the only BRE-themed vehicle at the Pacifico. Check out this amazing track-side support van from Art Racing.
On the ramps out back was a Datsun 2000, also sporting the legendary colors that Peter Brock of Brock Racing Enterprises made so famous. This rig and car setup was like a Hot Wheels Team Transport release, but in 1:1 scale and fully functional.
The Nissan racing theme didn’t end there…
I am not 100% sure what we’re looking at here, but I got flashbacks of the S30-inspired Z33 I saw at TAS back in January, on the Nissan Automotive College booth. If the cars from Ground Designs are anything to go by, it seems like grafting old school faces onto modern cars is catching on.
Here’s Ground Designs’ more street-oriented build, rolling in later on in the day.
Custom bikes are an important part of the Hot Rod Custom Show, so I always have to grab a few pictures.
Mooneyes Japan always likes to bring in builds from other countries for this event, but sadly it didn’t end up working out this year. The container coming from Los Angeles, that was filled with bikes, never even made it onto the ship due to dockworker strikes.
One area of the event was reserved for ‘Muscle Mopar’, and boy did the display live up to its name.
Not only did they have this crazy machine sporting a 9.3L big block engine…
…But a huge number of Plymouth Road Runners – more than I’ve ever seen in one place at one time.
It was fun trying to figure out the differences of the various model years.
For me, the winner was this Super Bird iteration – primarily based on the visuals and that massive rear wing. I tried to look for the owner to ask if the car was one of the few packing a 426ci Hemi V8 – and to hear the beep beep horn – but to no avail.
Earlier on I mentioned the variety of builds on display at the Yokohama Hot Rod Custom Show, and here’s more proof – a slammed Daihatsu Hijet.
This little display – a homage to the 1980 Subaru AWD wagon that was used by the US Ski Team during the Lake Placid Winter Olympics and subsequent ad campaign – stopped me in my tracks. It was so ’80s, and with so much pink I end up wondering if this is the reason STI used the color in its branding…
Ever since covering Andy’s Rod Works years back, I’ve become a real fan of Willys coupes. I’ve always found it visually-pleasing how the front and entire roof line of these cars dramatically lean forward, making them look like they’re going 100mph even when sitting still.
No surprise then that they look absolutely menacing when built up for drag racing.
There’s nothing like a big blower topped off with a bug catcher to make a statement!
I had my son in tow, sort of as an assistant, wheeling my camera case around and making sure to complain every few minutes at just how much walking we were doing. When we stopped to look at the ’90 Years of Deuce’ display he had trouble comprehending that these cars are close to 100 years old now. “But they look so new,” he kept saying. He was kind of right, and that’s really the whole point of kustom culture – keeping these historic machines alive and reinventing them over and over again. I’m pretty sure it struck a chord with the little fellow.
As the day went on, the displays were buttoned up and the show really started coming together.
It was towards the evening that I had a chance to take a closer look at some of my favorite builds of the show, including this one from a member of the famed Pharoahs Car Club Japan.
I’ve always been intrigued by the straight-eight engine, a Fireball 8 in this case.
Not too far away, the lowrider area was pretty much ready for Sunday.
I’m sure Snoop Dogg would feel right at home in this one.
The Mooneyes Yokohama Hot Rod Custom Show has always managed to bring domestic and international kustom culture together in its own unique way, and this year’s event was no different. The fusion of old and new, the mix of styles and the amazing people make it all so special. As ever, I can’t wait for the 31st event in 2023.
Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
dino@speedhunters.com
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Classic Car Ads: Cars of 1974
It was a bad year to sell cars, especially large American cars. For those not yet alive, 1974 arrived towards the end of the OPEC Oil Embargo—and the related record-high gas prices—and at the beginning of a mild recession.
The related social and economic turmoil of the moment largely explains the primary themes of the print ads collected below. The Dodge Colt ad uses the word “Japanese” as code for efficient and reliable. The Chevrolet Impala ad reminds would-be buyers that it’s still okay to buy a large car. Even the Buick ad is laced with subtle nods to sensible frugality.
Indeed, only the Ford Thunderbird ad bucks the trend, boasting of the car’s huge engine and real-luxury pedigree. Question: Is it just us, or is the T-Bird driver staring through the sunroof super creepy?
Enjoy the ads, and if you have any thoughts, share them below.
Cars of 1974
AMC Matador
Forgotten Concept: AMC Concept Grand Touring
Audi 100LS
Buick LeSabre
Dynaflow Madness! A Gallery Of Classic Buick Ads
Chevrolet Impala
Review Flashback! 1977 Chevrolet Impala and Caprice
Dodge Colt
Foreign Matter: Pricing the Imports of 1973
Fiat 128
Photo Feature: 1959 Fiat Abarth 750 Zagato
Ford Thunderbird
Photo Feature: 1963 Ford Thunderbird Italien
Plymouth Scamp
Pontiac
Listen to the Consumer Guide Car Stuff Podcast
Cars of 1974 Gallery
(Click below for enlarged images
The Madlane 993 Turbo GT2 Mash-Up
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Not all of us are lucky enough to drive the real deal, but some of us get pretty close.
The Porsche 993 GT2 was a car embellished with firsts and honoured with lasts. It was a car that showcased the height of the Porsche design team’s efforts to tame the rear-engine catapult that was the 911 in all its unruly character. It was a car that borrowed race car technology from the ineffable 959, and was also the car that signalled the end of the Porsche air-cooled flat-six era.
This is not a 993 GT2, but a lowly 993 Turbo, for which I would still offer my first born child. It was put together at the Madlane workshop in Okayama, and in some ways it is better than the car it’s modelled off. Let me explain why…
The 993 series was released back in 1995, and unlike previous versions of the 911, this time around Porsche designed 80% of the car from scratch. Of the many revisions and improvements, some of the biggest changes made were to the suspension and driveline. An all new multi-link suspension system made from lightweight alloy was essential support for the all-wheel drive system taken from the 969. This was the first 911 to send power to all four wheels.
The GT2, in accordance with FIA race regulations at the time and thanks to dominating grip monsters like the Audi Quattro and Nissan Skyline GT-R, did away with the AWD system. But for both the road and track, I know what I would rather have…
What the Turbo gains in weight it makes up for with extra front-end grip to smooth out the oversteer that had given previous Porsches such… character. Thankfully, this one retains the innovative AWD system.
GT2: 0, Madlane Turbo: 1.
Another thing that sets the GT2 apart from the run-of-the-mill Turbo 993 is the widened track – 46mm wider at the rear to be exact. Housing all that extra width, the GT2 had its fenders cut off and replaced with plastic bolt-on overfenders.
Madlane’s interpretation of the GT2 has a full carbon fibre kit including arches and front and rear bumpers. We all know carbon fibre is better than plastic, so GT2: 0, Madlane Turbo: 2.
Another first for the 993 Turbo was the offering of lightweight hollow-spoke alloy wheels, undoubtedly iconic in their own right. However, if you’re familiar with Madlane’s creations then you’ll know that Kazuki-san has a bit of a wheel fetish. For this build, he’s chosen custom-built, three-piece Speedlines.
On a mechanical level, the GT2 and Turbo models had basically the same 3.6L air-cooled boxer engine with the GT2 getting an extra 50PS bump from its tune and turbo system. Kazuki-san has managed to source a GT2 ECU which takes care of that.
To complete the GT2 package, this Turbo has had its turbos replaced with the Kühnle, Kopp & Kausch turbos from a GT2. Are you keeping track of how many times I’ve mention turbos so far?
Funnily enough, the air-cooled engine found in the 993 an almost entirely new design. It was a kind of last hoorah, the swan song of the air-cooled flat-six. Ultimately, the efficiency and power gains which water-cooling enabled would open the door for ultimate German combustion. It wasn’t perfect on the first try, but after a few revisions of some faulty designs, the foundation was laid for all the 911 monsters that have followed.
Air-cooled purists will of course tell you that there is nothing like the sound and feel of a classic luftgekühlt Porsche. But they’re probably the same people who only wear lambswool or only ride penny-farthing bicycles. There’s no real benefit, other than it being unique.
All of our favourite cars have had to evolve and go through various generations, some more popular than others. Probably the most desirable models are the cars which were the first or last to introduce some feature. The cars which sat at the cusp of these transitions seem to be the ones that people love; they give us just enough of the old stuff we love with the benefits of the new stuff we need. They also tend to be the models which can have the stuff we don’t like, easily swapped for the stuff we want from the new kid on the block.
Messing around with cars is the best.
This is what I love about car culture – taking a classic and adding a few tasteful improvements in the right places to make it shine. I truly believe that ‘built not bought’ is a philosophy well worth having tattooed across the chest of every car enthusiast. Or maybe a bumper sticker is more sensible…
Toby Thyer
Instagram _tobinsta_
tobythyer.co.uk
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Homologation Heroes At Rallyday
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Homologation, in automotive terms, can be defined as follows: The type approval process through which a vehicle, a race track, or a standardised part is required to go for certification to race in a given league or series.
Essentially, homologation is a key proponent for production car-based race series, to allow vehicles to be eligible for entry.
A certain number of road cars have to be made to satisfy the regulations, and often times these cars will have specific components altered which would prove beneficial in a race environment. These could be to improve suspension geometry, increase power output, or even reduce weight.
Rally has, since its inception, been a prime consumer of the homologation process, with various tiers of the motorsport using vehicles born from homologated road cars.
Rallyday at Castle Combe is a staple on the UK motorsport calendar and one of my favourite events to attend. Short of Rallylegend, there are few other events that offer such unrestricted access to competition rally cars of all pedigrees.
While 2022’s event had a slightly smaller turnout than previous years due to a large rally taking place on the same day (which ended up being cancelled), it was still busy.
In contrast to Rallyday 2021, the course set out for the competitors was split into two separate smaller special stages which left from the same start line in the pit lane.
This was slightly confusing for both drivers and spectators, as neither knew which way the cars would be heading until the last seconds. Severely restricted media locations also made it somewhat challenging to get photos throughout the stages. Despite this though, the cars were – as always – the stars of the show.
The stages made use of both the Castle Combe circuit itself, as well as winding through access roads and portions of the paddock, providing a mixture of technical, tight turns and flat-out sections.
Rally enthusiasts are some of the most devoted amongst motorsport fans. They think nothing of hiking miles into the woods – irrespective of the weather – and will then spend hours watching competitors come into view for mere seconds before disappearing around the corner again.
More often than not, these fans also have a very strong alignment to a particular brand and own a road car from said brand (something Toby and I are both guilty of).
Many of the road cars on show – some of which had come out to the event with manufacturer-specific owners clubs – fell under the homologation special umbrella. Cars from the Group 4 era through to the more modern day Group N class and everything in between was represented.
Rallyday can best be described as a deck of Top Trumps cards coming to life, with a huge a back catalogue of rallying history up to current models in attendance, including notable cars from all eras. There is no need to scan your cards for the best stats though, because by attending Rallyday you’ve pretty much won already.
Chaydon Ford
Instagram: chaycore
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Small Wheels, Big Aero & 500hp: A Pikes Peak-Inspired AE86
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If there’s already a million ways to build an AE86, now there’s a million and one.
The current crop of pro-spec drift cars are pretty well understood at this stage, with most following a similar path towards the competitive car goal. There’s rarely a need to venture away from the recipe: big power, a reliable drivetrain, lots of steering lock and the softest, widest rubber the rules will allow you to run.
As the old saying goes, ‘if it ain’t broke, don’t fix it’…
However, despite the action on track being faster and more exciting than ever (have you seen the current crop of pro drift cars in action, in person? They really are something special), there is a downside. The cars have all become a bit formulaic and predictable.
Now, if your ultimate goal is to win events and championships, then you need to do what needs to be done in order to achieve that. To hell with what anyone else might think about aesthetics and style. Except, drifting, at its very core, is all about style.
While some still struggle to comprehend a form of motorsport that doesn’t involve a timing system, others can’t imagine racing against the clock ever again. Drifting has an attraction that other motorsports simply lack.
When you see the likes of current WRC champion Kalle Rovanperä spending his weekends off behind the wheel of his Daigo Saito-built A90 Supra, you know that there’s more to drifting than meets the eye.
Despite drifting’s relatively open rulebook, we have still ended up in a place where all of the vehicles competing appear to conform to a set of strict regulations, despite the relative freedom on offer. Some builders, however, have become aware of this and are now trying to row against the tide.
You should be familiar with some of his other work, but Darren McNamara is once again at the fore of trying to reinvigorate drift cars.
While Darren was wrapping up work on his Group-D Audi S1, he was also creating this AE86 for long-time friend, Sultan Al Qassimi. Taking everything he has learned from building a multitude of Corollas over the last two decades, Darren reckons that this is probably the best one he has ever created.
What’s interesting about the car is that it mixes what is proven and works for a drift car, with fresh style on top.
Starting with the exterior, there’s again the Group B/Pikes Peak influence that Darren’s Group-D operation in Ireland has become synonymous with. Interestingly, the original plan was for this to be a tribute to Darren’s original Need for Speed AE86, but things naturally escalated.
The pumped-up D-MAC N3 kit provides the visual bulk, and is paired with a modified Run Free bumper and a plethora of custom fibreglass panels picked off Group-D’s own shelves.
The custom Group-D GT wing is supported by a central shark fin and fitted with larger custom end plates. A full-width LED brake light strip replaces the rear factory lights, which are now part of a one-piece rear panel.
Bonus points if you spotted the Audi S1 E2-esque aero swords connecting the front bumper and front arches.
A big part of any AE86’s look is the wheel choice. Despite the considerable amount of power rotating them, Darren was adamant that the car run 15-inch wheels, as in his mind anything larger starts to look odd beneath the relatively small car. Work Equip 40s were chosen, with the front wheels fitted with custom turbofans.
In theory, the lightweight Corolla (estimated weight is around 1,000kg/2,200lb) shouldn’t need as much rubber on the rear to compete against heavier cars on wider tyres.
Getting power from the engine to the ground is a G-Force GSR 4-speed dog box with an Xtreme twin clutch. The custom Nissan Silvia rear subframe has been fitted with a Group-D quick-change differential and Driveshaft Shop axles.
As has always been the way with any of Sultan’s builds over the years, power comes from an GM LS V8 in the shape of a 6.0-litre LS2 with uprated connecting rods and pistons, a high-lift cam and Comp Cams valve springs. ARP bolts hold it all together, while Driven Racing Oil provides lubrication.
It’s a proven, reliable setup that makes good power – around 500hp – and torque running on Sunoco Supreme 115 fuel.
An interesting modification is the use of custom air inlets in the bonnet feeding cold air onto the sides of the cylinder heads. This is to cool the coil packs and plug leads, which are prone to melting due to their close proximity to the exhaust runners.
Management comes via a full suite of Haltech products including an Elite 2000 ECU, iC-7 dash, WB2 wide-band controller and a Haltech CAN hub. Cooling for water and oil is taken care of with a Mishimoto dual-pass radiator and Group-D oil cooler respectively.
As above, with the rear of the car having been converted to a Nissan Silvia’s IRS, Group-D coilovers have been used throughout with a custom front crossmember, steering angle kit and knuckles.
Braking is handled by Z32 300ZX discs and callipers in conjunction with Group-D’s own billet handbrake.
Lastly, the interior is pretty much your typical drift car affair. A lone Sparco bucket seat with a TRS multi-point harness, a carbon dash and a custom steering wheel with full vehicle controls keep everything as minimalistic as possible.
A neat box has been installed where the passenger seat would normally reside to store Sultan’s helmet and gloves between sessions.
The net result is a Corolla which might not look like any other Corolla before it, but still retains the very essence of one and which should still be competitive with the current batch of top-flight drift cars. This is despite taking the different approach of reducing weight and complexity versus the present ethos of running the widest, softest tyre available, while over-building everything else to keep them spinning and praying that nothing breaks.
It’s always refreshing to see a different take, and hopefully we see an increase of it in the coming years with more people remembering how much freedom they actually have when building drift cars.
There’s perhaps a separate discussion to be had with regards to how a stricter rulebook often results in more creative solutions, but that’s for another day…
Paddy McGrath
Instagram: pmcgphotos
Twitter: pmcgphotos
paddy@speedhunters.com
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All Kinds Of Fun At The NEC Classic Motor Show Auction
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The thrill of buying from an auction is hard to describe. You spend an age perusing the catalogue, take your time checking the car over, and then find your seat, waiting for the right moment to throw your hat into the ring once the lot comes up. A flurry of activity follows, and within a few minutes it’s all over. You’ve either won or lost.
The NEC Classic Motor Show has hosted Silverstone Auctions events for a number of years now, and the events have always attracted a myriad of cars (and bikes in a separate auction). Show-goers have the opportunity to look around the vehicles in detail, to either reaffirm their intention to bid or perhaps just do a spot of window shopping. As much as I wish it otherwise, I was firmly in the latter camp as I made my way the 100-plus cars up for auction at the NEC Birmingham this year.
With this in mind, I thought it would be fun to share some of my personal standouts from the ‘NEC Classic Motor Show Sale 2022′. With so many to choose from though, I had to set some criteria for my favourites: Each car had to be relevant to me – ideally being from the ’90s or 2000s era – and more than just an ordinary model. Let’s dig in…
1997 Mitsubishi Pajero Evolution
Mileage: 88,000mi
Guide Price: £20,000-£25,000
The Pajero Evolution was designed to compete in the T2 production class of the Paris-Dakar Rally, but to do this Mitsubishi had to build some road-going homologation versions. Compared to the standard Pajero, the production Evolution’s double wishbone front and multi-link independent rear suspension was unique, but the defining feature has to be its wild, pumped-up bodywork.
All the effort that Mitsubishi put into this model paid off, when in 1998 the Pajero not only won the Dakar T1 class, but also placed 2nd, 3rd and 4th.
While the automatic transmission version was favoured for Dakar, this car is one of only 200 manuals out of the total 2,500 production run. Having slipped through the proverbial cracks in terms of desirability for years, Pajero Evolutions are now becoming more and more sought after. Time hasn’t been good to many of them though – rust is an issue – so it’s a shame Mitsubishi discontinued a whole lot of the model’s unique parts over a decade ago.
Sold For: Unsold
2004 Renault Clio V6 255 Phase 2
Mileage: 13,250mi
Guide Price: £85,000-£100,000
The Clio V6 should, by all accounts, not exist. How a mid-engined, rear-wheel drive variant of the humble front-engined, front-wheel drive Clio made it past the approval stage at Renault I do not know, but I applaud the designers and engineers’ efforts for getting it over the line.
A 3.0L V6 from the Renault Laguna – with some additional fettling – was wedged where the back seat should be, but it was the generously widened body that gave the car its incredible road presence. This is a Phase 2 version, which took onboard feedback from Phase 1 reviews and featured subtle tweaks to make the car less of a handful, while increasing engine power output from 230hp to 255hp.
Being such a low mileage car, it sold for an incredibly strong amount – more than I expected. It shows just how coveted these Clio V6s have become in recent years.
Sold for: £92,250
1997 Lotus Elise Series 1
Mileage: 10,854mi
Guide Price: £25,000-£30,000
In a world where even run-of-the-mill, mundane cars make over 200 horsepower, 118hp doesn’t seem very appealing. But when the entire package weighs just 731kg (1,611lb), suddenly interests are piqued.
The Elise makes no excuses for being a pure driver-focused tool, with a lightweight fibreglass body, double wishbone independent suspension, rack and pinion steering and ventilated disc brakes all round. Much of this seems the norm nowadays, but when Lotus released the Series 1 Elise, it outperformed numerous other cars costing many times more.
Earlier this year, the Elise production – which spanned three generations – came to an end. While each generation is revered for the impact it had, the Series 1 remains the yardstick that all driver’s cars are measured against.
Sold for: £25,667
2017 Alfa Romeo 4C Coupe
Mileage: 8,000mi
Guide Price: £50,000-£60,000
The 4C is to some degree, a spiritual successor to the Series 1 Elise. The model made automotive headlines for its carbon fibre monocoque chassis – something usually reserved for bonafide supercars – which was paired with a 1.7L turbo engine and dual-clutch transmission. Although it the 4C was a strong performer, in stock spec the Alfa faced stiff competition from the Porsche Cayman and ultimately received a lukewarm reception from motoring journalists.
Someone sought to resolve a number of those shortcomings in this particular car, with a bump in power thanks to an ECU tune and exhaust, along with KW coilovers, magnesium wheels, carbon seats and an aftermarket EPAS system fitted to the manual steering.
Take all of those enhancements supporting the 4C’s junior supercar looks and you’ve got a very competent driver’s car.
Sold for: £50,625
1994 Porsche 968 Club Sport
Mileage: Not specified
Guide Price: £30,000-£35,000
The 968 has forever existed in the shadow of the 911. Offering a front-engine, rear-drive layout with a transaxle gearbox and a near 50:50 weight distribution, you’d have thought buyers would have been lining up, but that never materialised and less than 13,000 cars were sold across the production run.
The Club Sport (or CS for short) was designed to attract the more driver-focused buyers, and Porsche achieved this by stripping out 50kg (110lb) of non-essential weight. The back seat, sound deadening and air-conditioning were removed, and the heavy stock front seats were replaced by a pair of lightweight Recaro buckets.
1,923 Club Sports were built over the model’s three-year production run, with none officially sold in America due to crash regulations.
Sold for: £33,187
1995 Porsche 911 (993) Carrera 2 RS Club Sport Homage
Mileage: Not specified
Guide Price: £50,000-£55,000
Over the last decade, the demand for air-cooled Porsches has reached stratospheric levels, with events like Luftgekühlt only serving to further elevate the platform.
This 911 has been built as a homage to the 993 RS Club Sport, a car that nowadays fetches upwards of £300,000. This replica would make a great track car; it has a full roll cage, a pair of Recaro bucket seats with Sparco harnesses and, relatively speaking, is at the lower end of the air-cooled cost spectrum.
So hypothetically, at 1/5th the price, would this provide 1/5th the enjoyment of a genuine RS Club Sport, or more? I’ll let you be the judge of that.
Sold for: £66,375
1996 Volkswagen Corrado VR6 VSR
Mileage: 49,255mi
Guide Price: £24,000-£28,000
The sound of a Volkswagen Group VR6 engine is one unlike any other. With a narrow 15-degree angle vee that allowed for a single cylinder head to be used, it was also a creative engineering solution that saw it fitted to the Corrado and other VWs of the time.
Designed and built by Karmann Coachworks, the Corrado VR6 was a genuinely quick car when new, with 0-60 arriving in 6.7 seconds.
The Corrado VR6 was an instant hit with the motoring press, making up for the shortcomings of the G60 supercharged variant that preceded it. This particular example takes things a step further, having been fitted with a VW Motorsport VSR (Variables SaugRohr) inlet manifold. This dual-tract, variable-length manifold provides more low down torque and is incredibly rare.
The car even has a period-correct gearshift lock; a reminder of an era when joyriding was at an all-time high in the UK.
Sold for: £24,750
The cars I’ve shown you were only a fraction of what was on offer at the NEC Classic Motor Show Sale 2022. The full catalogue catered to all tastes and budgets, presenting a unique opportunity for both buyers and sellers.
You roll the dice to a degree in both instances; you could walk away with a bargain, or part with your car for less than hoped.
Buying could also come at a cost far greater than your original budget as emotions take over, the desire to own the vehicle in question growing ever stronger with each incremental bid. All it takes is for someone else to be equally as motivated.
I’ve shown you my favourites, now you can take a look at the auction list and let us know what your picks would be.
Chaydon Ford
Instagram: chaycore
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