Thank goodness there are no Jaguar i-Pace-style flourishes in the design of the new Range Rover (as requested by Gavin Green in the December issue). Nor has there been an attempt to make it more friendly. BMW has tried and failed in doing this to the two last editions of the X5.
We owned an original, followed by the second iteration, but were driven away from the brand by the clumsy evolution of the more recent designs. I had never considered a Range Rover but having driven a Sport and Vogue back to back was utterly charmed by the integrity of the latter and purchased a standard car with standard fenestration, wheels and tyres. Unreliability fears have been unfounded and the capability of our ‘holdall’ has been an eye-opener.
Although can I be the only Range Rover fan that doesn’t need the standard-wheelbase version to be longer than the last? This growth may tempt existing owners to hold on to their cars until the Velar reaches similar proportions to the older, full-fat Range Rovers.
I’m not quite sure how the 996’s twenty-fifth anniversary has crept up on us. It only seems like yesterday the model was revealed as the bringer of a new era in Porsche production, not only for the 911, but for all models to wear the Stuttgart crest. And yet, here we are, celebrating a quarter-century of Porsche’s somewhat controversial water-cooled flagship, a model representing the most significant move away from the original 911 concept to date. I’m sure it’s not just me who views the 996 as a modern sports car. For insurers, parts manufacturers and even Porsche itself to label the model as a classic seems perplexing, considering the first water-cooled production 911 continues to exude an image of youth, vitality, excitement and adventure to this day. You only have to look at the Speed Yellow Carrera 4 pictured on this page to see this to be true. I understand calendar-based classification is at play, of course, and I welcome any move to protect Porsche’s legacy models, especially when it serves to generate additional interest in the marque and its bulging back catalogue, but to my mind, the 996 remains fresh. Granted, I’m not talking 992-levels-of-infotainment fresh, but the 996 has aged exceptionally well, with looks and performance as respectable today as they were when the model was first unveiled. This celebratory issue of 911 & Porsche World may have you kicking off 2022 with a look through the classifieds. If so, take a look at our 996 buying guide before parting with your hard-earned cash. I wish you every success with your search and, to all our readers, best wishes for the year ahead.
This letter regards the strange 1971 Giannini Fiat 128 NP S Sport Coupe in Obscurati. My belief is that this car has nothing to do with Adolfo Melchionda, even if chronologically it sat between two true Melchionda creations for Giannini: the Fiat 500- based Sirio 650 of 1969, built by Piero Drogo’s Carrozzeria Sports Cars of Modena, and the 1972 'Trimarano' built on a Fiat 850 platform. All three cars were shown at their respective Turin Motor Shows.
I have had regular contact with the Melchionda family over the years and, even if a lot of his old papers are missing, nothing ever appeared regarding this 1971 128 coupe, nor it is remembered within the family. What's more, Mario Morselli in a contemporary Auto Sprint article attributed the car to Guglielmo de Negris, a designer from Pisa.
Melchionda collaborated with Giannini in great part thanks to the fact that his wife, Giannini's Consigliere Delegato and shareholder Volfango Polverelli's wife were friends since childhood days.
DrivesToday contributor and racing driver Tony Dron has sadly died following a long illness. He had an extensive career in journalism as a highly respected writer, editor and author. I first met him in the 1980s when he was the editor of Thoroughbred & Classic Cars. I was producing Bialbero magazine for the Fiat Twin Cam Register and we were awarded a prize for the best club magazine. Tony made the presentation of a Parker pen set, which I still have today. Tony’s writing was always meticulous and accurate in detail.
In addition to his writing, Tony was a professional racing driver of some note, driving for Porsche and later historic Ferraris. Perhaps his best results in later years came racing the Ferrari 246 S from the Leventis collection at Goodwood. I was fortunate to have had several passenger rides with Tony in the Leventis Ferrari 330 LMB at Silverstone and on the Nordschleife. His driving style was always precise and disciplined but blindingly quick.
Tony married Charis Whitcombe, who many readers will recognise as one of the team in the early years of Auto Italia. He is a great loss to Charis, his family, journalism and the motor racing community and we extend our condolences.
Disregard poorly wrapped smart cars with leopard print seat covers, eyelashes and fluffy wheel covers and pink is a nice colour that works well on the right car.
This is bland and doesn't embrace the colour. You could pick it up from the factory in lease spec and make it look like this within the same day. I reckon it'd have been beautiful in Porsche's frozen berry with black accents and a dark red interior. I'm sure a lot of people would find that gaudy but it's better than having no fun.
Rusty rear sub-frames are indeed rare, cracking around the four diff top mounting bolts being the more common mode of failure. The outboard and inboard subframes are identical and, therefore, interchangeable. XJ6/12 saloons also share the same component and the only minor difference you may encounter is the position of the exhaust mounting brackets. Usually, the alternative captive nuts are present and will simply require thread cleaning.
While on the theme, Terry points out that the corrosion was caused by fumes rising from an unsealed concrete surface (presumably recently laid). This can be likened to parking the car over a mild acid bath, or, indeed, grass. This problem is easily avoided by simply painting the floor, or laying some form of impervious floor covering, such as vinyl. Also, in the unlikely event of an oil leak, mopping up operations are also simplified.
I am currently restoring a 1994 JAGUAR XJS 4.0-litre coupe. I have just dropped the rear subframe out to change the shock absorbers and generally refurbish the rear end, having just replaced and rebuilt the front subframe. Similar to the front, the rear subframe is corroded in several areas and needs to be changed. I have access to several good pre-facelift rear subframes, but am not sure if they are interchangeable, particularly as the facelift cars have the outboard rear brakes. This is my sixth XJS and I have never come across a rotten rear subframe before because usually there is too much oil from diff’ leaks. However, the car was laid up under a car port for three years on an unsealed concrete hard standing and suffered badly from the alkali fumes rising from the concrete, so much welding was required. Thankfully, the car is excellent – both trim and mechanically – other than needing the suspension rebuilds. I would welcome your advice as to whether the rear subframes are interchangeable with those from prefacelift cars. Many thanks.
The twin test of an XJ-S versus a Chevrolet Corvette did not do justice to the Jaguar, especially since the example used for your feature is clearly a very special car. To begin with, it almost looks like new. The headlamps are the correct two-bulb pre-HE units, the carpet is unfaded and the bumpers show no sign of distortion, which all these cars now suffer from. Plus, with the power quoted as 300bhp, and looking at the fuel rail on the engine, it would suggest that it is one of the extremely rare P digital cars, which were only produced in 1980 and in very small numbers. It will have a compression ratio of 10:1 and used an onboard computer very similar to the later HE cars. Even Wikipedia does not cover these models, which should have a separate article.
I am a great fan of your magazine and have read every issue from the second edition of Jaguar Quarterly in 1988. I currently own seven Jaguars, the XJ-S being a particular passion. One of my cars was featured in the Autumn 1994 issue of Jaguar Quarterly: the XJ-S pick-up that I had converted, and which I still own, is on of Paul Skilleter’s article on New Zealand by XJ6. I also have a 1977 pre-HE manual.
Thank you for the recent Finishing Lines article on the fabulous Group 44 XJ-S.
I am pleased to say that XJR2, the first of the three Group 44 XJ-Ss, is still in fine health in my lock-up. I am hoping to be able to wheel her out for some events next year and that may even include some races. It is a magnificent car and anyone with any Jaguar in their blood should try to watch it live.
Keep up the good work. I still eagerly await every edition.
As we run towards the end of the year it’s time to look forward to a new one full of classic car indulgence
We’re in an indulgent mood this month, and not just because we’re looking forward to the year-end overload of food, drink and socialising. After last year’s hiatus, we were treated to the welcome November ritual of trudging NEC show halls packed with fascinating cars and fascinated people. While the event was a little thinner than we’re used to, the addictive buzz remained, and there was more than enough to see. As I aimed my old BMW south on the home-bound M6 afterwards I was clearly carrying some of that atmosphere with me as my head span with all of the gleaming paint and interesting conversations I’d taken in. A fine way to end the UK show season, one that will set me and thousands of others up to deal with the long months of winter.
These past two years have forced us to think differently about many things and one positive legacy is the realisation that we have all too easily taken the things that matter to us for granted, or put off enjoying them for another day. That event that sounds so good, really must go one year. That car that I’ve always fancied, I’d like to own one at some point, or at least have a drive so I can tick it off the list. Well, the time to start ticking is now, and I recommend drawing up a list that covers the full spectrum of driving experiences, from raw roadsters to cool cabriolets, spiced-up saloons and more. We’re all naturally drawn to certain genres of car – for me it was always powerful, multi-cylinder grand tourers – but so many of the great joys of life can only be found by dragging ourselves outside of our comfort zones to where new favourites are waiting. Our seven bucket list choices each illuminates all that’s appealing about its own genre, presenting a richly textured set of experiences to explore.
If you’re struggling to try, buy or borrow any, you could always put yourself forward for one of our List features.
Have a great break and a better 2022.
The new year brings an imperative to explore a wider range of classics
Just a small correction on the 250SWB Ferrari article written by Ton Roks. He mentions the dark blue car of Moss and Hill at Le Mans now owned by Ross Brawn, when in fact that car is owned by Clive Beecham, the 1961 Rob Walker car. Brawn’s car is the 1960 version.
The Ferrari 250SWB’s extended exhaust tailpipe trims (The Racer That Didn’t) were branded SNAP (Scarico Negativo Aria Pressione or Exhaust Negative Air Pressure) and were fitted to Ferraris in 1959 and 1960. They were sold in the UK with the sales slogan, ‘Ferrari Fit SNAP and So Should You.’ The concept was one of reducing back pressure in the exhaust system. Concentric tubes included a lozenge-shaped slit in the outer tube wall where air could enter at high speed, causing a vortex at the tip of the exhaust pipe and supposedly sucking engine gases out. I bought one and fitted it to my Mini – but although it looked great, I don’t remember any advantage whatsoever in either performance or fuel consumption. They are still sold at £1500 each (you need four for the restoration), but I guess that this is small beer if you own a 250SWB.
It isn’t often that a new Range Rover arrives. While most new cars have a shelf life of around six years, Land Rover has managed to stretch out the current model’s life to almost a decade, by the time the latest car – L460 – goes on sale next spring. And while most cars get a mid-life facelift halfway through, Professor Gerry McGovern OBE – Jaguar Land Rover’s Chief Creative Officer, to give his full titles – believes in careful evolution, with a series of changes made over a number of different model years, allowing the customer to be carried along the design journey.
I won’t spoil the big reveal on, however, Land Rover’s design team really deserve a big pat on the back for the latest car. There’s so much more to the styling than at first acquaintance, with little touches that really surprise and delight. Like the absence of seals around the windows, the tighter shut lines and the gorgeous simplicity to the rear end. It isn’t until you see the old L405 model and the brand new L460 side-by-side that you begin to notice the differences between the two cars. Like how intricately jewel-like the new headlights are, and the way that they intersect with the front grille.
I had the pleasure of having the new car presented to me by Production Design and Quality Director, Andy Wheel, who went into some detail about how difficult it usually is to get the proportions right on standard and long wheelbase vehicles. It isn’t quite as easy as adding a few centimetres into the rear doors, and the hard work of the design team has paid off, as you will be hard pushed to differentiate the two from each other, aside from an ‘L’ badge on the extended car. For the first time in the flagship car’s history, there’s a choice of five- and seven-seats, and when they say seven seats, they mean seven proper seats, with space to spread out, even for those taller than six foot!
At the launch of L460, the workers at Solihull are starting off building just with petrol and diesel engines. While the D300 and D350 straight six diesel units with mild hybrid technology are familiar, the P530 twin-turbocharged V8 petrol unit is a brand-new, heavily modified BMW-sourced powerplant that has been uprated to cope with the kind of punishment that every Land Rover has to go through before it can be put on sale to true off-road fans. Next year, a pair of plug-in hybrid engines will arrive (P440e and P510e), this time paired to a six-cylinder petrol unit, rather than the 2.0-litre four-cylinder affair from before, boosting refinement enormously. And in 2024, a pure electric drivetrain will go on sale, delivering the most diverse range of powerplants in a Range Rover, ever.
It is with great sadness that the Vogue badge is retired, and that’s due to licensing issues in some markets with the magazine of the same name. Instead, this time around, versions of the Range Rover will simply be called SE, HSE, Autobiography and First Edition in all countries.
Full-size luxury classics have been the orphans of the classic car world, but their unique appeal is growing.
Stars of film, music and industry spend fast-paced lives racing between helipads, parties, appointments and romantic liaisons in a dizzying blur of wild V12 supercar fury, right? In the public imagination maybe. Reality for such exotic machinery is a life of air-conditioned storage, punctuated by rare trips out for a spot of posing. The greatest jeopardy is not somersaulting off the edge of a hillside road after an intoxicant-fuelled party, but having the wrong detailing products applied by the hired valeter. To arrive at those appointments fresh and ready to perform, life’s high achievers will waft in air-conditioned, air-suspended luxury.
Greeting one’s followers with eyes out on stalks and shirt plastered to your back with sweat doesn’t create the right impression. James Hunt ran a Mercedes-Benz S-Class, as did baseball star Reggie Jackson and the Kennedys favoured Lincoln’s fourth-generation Continentals in assorted forms.
Don McLean has had two Bentley Arnages. Eddie van Halen and Sylvester Stallone had Lamborghini LM002s, giving the outrageous-looking but civilised ‘Rambo Lambo’ its nickname, and the notorious Kray twin gangsters liked a Jaguar MkX for its ability to exude an air of successful businessman, laced with a hint of menace in case anyone disagreed.
Of course, all of that luxury can make such cars intimidating to own as they tumble down the secondhand market into the hands of owners on sub-superstar incomes, shedding value like autumn leaves. Until, that is, they start to be appreciated for their uniquely pampering classic appeal. That’s where we come in, armed with the right knowledge and the urge for a different kind of classic car experience. Lamborghini LM002 values underline how more buyers are thinking big, and the other real estate in our test is becoming more expensive, but they still represent appealing value compared to their lesser-sized contemporaries.
Time to indulge ourselves.
Such decadence comes at a price, one that’s worth paying.
The process of replacing any automotive design that’s achieved ‘legend in its own lifetime’ status during a lengthy career is fraught with danger. When the car in question is as upmarket and prestigious as a Rolls-Royce, however, the stakes are even higher. How will fans of the long-running original react to its successor? In the case of the 2000-model Corniche, the risk was reduced by the fact that five years had passed since the previous generation had met its demise. Time is a healer, as the saying goes, and the gap between the old and new Corniche was an advantage. What made the Corniche V (as it’s now generally referred to) particularly interesting, however, was its role as the last new Rolls-Royce from the marque’s historic Crewe headquarters. That it was also the only Rolls-Royce launched during Volkswagen’s brief custodianship of the marque adds a further touch of historical significance. The Corniche V was, of course, short-lived. And with fewer than 400 examples built in total, it was a rare sight even when new. But it can still be deemed a success, bringing a classic name back to life for one final fling. In this issue of Rolls-Royce & Bentley Driver, we get to experience what is surely one of today’s finest survivors, so check out the full story that starts on page 10. Meanwhile, don’t forget we’re offering some great subscription deals right now, not only saving you money but also guaranteeing direct delivery of every issue of your favourite magazine. Wherever you live in the world, all you need to do is visit shop.kelsey.co.uk/RRB to see the latest offers in your particular region. Oh, and if you’ve missed any copies over the last year or two, you can use the same link to order back issues – again available worldwide, with free postage for anyone in the UK. Enjoy!
It will come as no surprise that, being obsessed with cars, the Octane team spends plenty of time discussing the motors we would like to snap up while we still can, preferably when they are right at the bottom of their ‘depreciation curve’. Of course, all too often such discussions end with an internet search and the realisation that prices have bounced and we have already missed the boat. Possibly even more often, furious activity is followed by a cooling-off period and then it all turns out to have been a flight of fancy anyway.
We are all guilty of this, though associate editor Glen Waddington is in a different league — it is a very good thing he isn’t so fickle in real life — and I’ll bet plenty of you are, too. One day we might be salivating over Lada Nivas and Fiat X1/9s, the next strangled bad-taste Corvettes and Renault Twingos. Obviously, even the Octane old ’uns still like a bit of power beneath their feet, so cars with a bit of pep tend to come to the fore, whether the tepid hatches that seem unwittingly to have become my speciality (Alfa 145 Cloverleaf and Ford Focus ST170) or the JDM specials that Matthew Hayward is always ogling. Oh, and the hot Renaults. All of them. Always. For everyone.
Either way, these listings lustings usually tend towards the modern classics, perhaps simply because there are so many still to bottom out in a less mature market, maybe because we all mentally categorise them as a cheap daily driver to enjoy while we are still permitted to, or it might just be that there is such a glut of brilliant millennial drivers’ cars out there that can be picked up for a relative song today.
There are advocates for every one, of course, but all of us (even Glen) keep coming back to the Porsche Boxster, a mere 25 years old but already the saviour of the company and a sports car watershed, This is a car that would be no less impressive if launched today, yet can be bought for the price of the cheapest new car on sale.
Sure, plenty would prefer a Cayman S, but the extra spend is as hard to justify as for a Rover P5B coupe over a saloon, The Boxster ticks all the boxes for us and we reckon now is its moment, so that is why we celebrate it this month. If it doesn’t tick all your boxes, don’t worry: we have some alternative suggestions that might.
Roll on Velar Mk5
Thank goodness there are no Jaguar i-Pace-style flourishes in the design of the new Range Rover (as requested by Gavin Green in the December issue). Nor has there been an attempt to make it more friendly. BMW has tried and failed in doing this to the two last editions of the X5.
We owned an original, followed by the second iteration, but were driven away from the brand by the clumsy evolution of the more recent designs. I had never considered a Range Rover but having driven a Sport and Vogue back to back was utterly charmed by the integrity of the latter and purchased a standard car with standard fenestration, wheels and tyres. Unreliability fears have been unfounded and the capability of our ‘holdall’ has been an eye-opener.
Although can I be the only Range Rover fan that doesn’t need the standard-wheelbase version to be longer than the last? This growth may tempt existing owners to hold on to their cars until the Velar reaches similar proportions to the older, full-fat Range Rovers.
So many things the Range Rover could have been
I’m not quite sure how the 996’s twenty-fifth anniversary has crept up on us. It only seems like yesterday the model was revealed as the bringer of a new era in Porsche production, not only for the 911, but for all models to wear the Stuttgart crest. And yet, here we are, celebrating a quarter-century of Porsche’s somewhat controversial water-cooled flagship, a model representing the most significant move away from the original 911 concept to date. I’m sure it’s not just me who views the 996 as a modern sports car. For insurers, parts manufacturers and even Porsche itself to label the model as a classic seems perplexing, considering the first water-cooled production 911 continues to exude an image of youth, vitality, excitement and adventure to this day. You only have to look at the Speed Yellow Carrera 4 pictured on this page to see this to be true. I understand calendar-based classification is at play, of course, and I welcome any move to protect Porsche’s legacy models, especially when it serves to generate additional interest in the marque and its bulging back catalogue, but to my mind, the 996 remains fresh. Granted, I’m not talking 992-levels-of-infotainment fresh, but the 996 has aged exceptionally well, with looks and performance as respectable today as they were when the model was first unveiled. This celebratory issue of 911 & Porsche World may have you kicking off 2022 with a look through the classifieds. If so, take a look at our 996 buying guide before parting with your hard-earned cash. I wish you every success with your search and, to all our readers, best wishes for the year ahead.
JUST GIANNINI
This letter regards the strange 1971 Giannini Fiat 128 NP S Sport Coupe in Obscurati. My belief is that this car has nothing to do with Adolfo Melchionda, even if chronologically it sat between two true Melchionda creations for Giannini: the Fiat 500- based Sirio 650 of 1969, built by Piero Drogo’s Carrozzeria Sports Cars of Modena, and the 1972 'Trimarano' built on a Fiat 850 platform. All three cars were shown at their respective Turin Motor Shows.
I have had regular contact with the Melchionda family over the years and, even if a lot of his old papers are missing, nothing ever appeared regarding this 1971 128 coupe, nor it is remembered within the family. What's more, Mario Morselli in a contemporary Auto Sprint article attributed the car to Guglielmo de Negris, a designer from Pisa.
Melchionda collaborated with Giannini in great part thanks to the fact that his wife, Giannini's Consigliere Delegato and shareholder Volfango Polverelli's wife were friends since childhood days.
1965 Mustang reimagined by OSI — in colour
In Memoriam: Tony Dron
DrivesToday contributor and racing driver Tony Dron has sadly died following a long illness. He had an extensive career in journalism as a highly respected writer, editor and author. I first met him in the 1980s when he was the editor of Thoroughbred & Classic Cars. I was producing Bialbero magazine for the Fiat Twin Cam Register and we were awarded a prize for the best club magazine. Tony made the presentation of a Parker pen set, which I still have today. Tony’s writing was always meticulous and accurate in detail.
In addition to his writing, Tony was a professional racing driver of some note, driving for Porsche and later historic Ferraris. Perhaps his best results in later years came racing the Ferrari 246 S from the Leventis collection at Goodwood. I was fortunate to have had several passenger rides with Tony in the Leventis Ferrari 330 LMB at Silverstone and on the Nordschleife. His driving style was always precise and disciplined but blindingly quick.
Tony married Charis Whitcombe, who many readers will recognise as one of the team in the early years of Auto Italia. He is a great loss to Charis, his family, journalism and the motor racing community and we extend our condolences.
Disregard poorly wrapped smart cars with leopard print seat covers, eyelashes and fluffy wheel covers and pink is a nice colour that works well on the right car.
This is bland and doesn't embrace the colour. You could pick it up from the factory in lease spec and make it look like this within the same day. I reckon it'd have been beautiful in Porsche's frozen berry with black accents and a dark red interior. I'm sure a lot of people would find that gaudy but it's better than having no fun.
Rusty rear sub-frames are indeed rare, cracking around the four diff top mounting bolts being the more common mode of failure. The outboard and inboard subframes are identical and, therefore, interchangeable. XJ6/12 saloons also share the same component and the only minor difference you may encounter is the position of the exhaust mounting brackets. Usually, the alternative captive nuts are present and will simply require thread cleaning.
While on the theme, Terry points out that the corrosion was caused by fumes rising from an unsealed concrete surface (presumably recently laid). This can be likened to parking the car over a mild acid bath, or, indeed, grass. This problem is easily avoided by simply painting the floor, or laying some form of impervious floor covering, such as vinyl. Also, in the unlikely event of an oil leak, mopping up operations are also simplified.
I am currently restoring a 1994 JAGUAR XJS 4.0-litre coupe. I have just dropped the rear subframe out to change the shock absorbers and generally refurbish the rear end, having just replaced and rebuilt the front subframe. Similar to the front, the rear subframe is corroded in several areas and needs to be changed. I have access to several good pre-facelift rear subframes, but am not sure if they are interchangeable, particularly as the facelift cars have the outboard rear brakes. This is my sixth XJS and I have never come across a rotten rear subframe before because usually there is too much oil from diff’ leaks. However, the car was laid up under a car port for three years on an unsealed concrete hard standing and suffered badly from the alkali fumes rising from the concrete, so much welding was required. Thankfully, the car is excellent – both trim and mechanically – other than needing the suspension rebuilds. I would welcome your advice as to whether the rear subframes are interchangeable with those from prefacelift cars. Many thanks.
Very nice seats
Not enough justice
The twin test of an XJ-S versus a Chevrolet Corvette did not do justice to the Jaguar, especially since the example used for your feature is clearly a very special car. To begin with, it almost looks like new. The headlamps are the correct two-bulb pre-HE units, the carpet is unfaded and the bumpers show no sign of distortion, which all these cars now suffer from. Plus, with the power quoted as 300bhp, and looking at the fuel rail on the engine, it would suggest that it is one of the extremely rare P digital cars, which were only produced in 1980 and in very small numbers. It will have a compression ratio of 10:1 and used an onboard computer very similar to the later HE cars. Even Wikipedia does not cover these models, which should have a separate article.
I am a great fan of your magazine and have read every issue from the second edition of Jaguar Quarterly in 1988. I currently own seven Jaguars, the XJ-S being a particular passion. One of my cars was featured in the Autumn 1994 issue of Jaguar Quarterly: the XJ-S pick-up that I had converted, and which I still own, is on of Paul Skilleter’s article on New Zealand by XJ6. I also have a 1977 pre-HE manual.
In fine health
Thank you for the recent Finishing Lines article on the fabulous Group 44 XJ-S.
I am pleased to say that XJR2, the first of the three Group 44 XJ-Ss, is still in fine health in my lock-up. I am hoping to be able to wheel her out for some events next year and that may even include some races. It is a magnificent car and anyone with any Jaguar in their blood should try to watch it live.
Keep up the good work. I still eagerly await every edition.
As we run towards the end of the year it’s time to look forward to a new one full of classic car indulgence
We’re in an indulgent mood this month, and not just because we’re looking forward to the year-end overload of food, drink and socialising. After last year’s hiatus, we were treated to the welcome November ritual of trudging NEC show halls packed with fascinating cars and fascinated people. While the event was a little thinner than we’re used to, the addictive buzz remained, and there was more than enough to see. As I aimed my old BMW south on the home-bound M6 afterwards I was clearly carrying some of that atmosphere with me as my head span with all of the gleaming paint and interesting conversations I’d taken in. A fine way to end the UK show season, one that will set me and thousands of others up to deal with the long months of winter.
These past two years have forced us to think differently about many things and one positive legacy is the realisation that we have all too easily taken the things that matter to us for granted, or put off enjoying them for another day. That event that sounds so good, really must go one year. That car that I’ve always fancied, I’d like to own one at some point, or at least have a drive so I can tick it off the list. Well, the time to start ticking is now, and I recommend drawing up a list that covers the full spectrum of driving experiences, from raw roadsters to cool cabriolets, spiced-up saloons and more. We’re all naturally drawn to certain genres of car – for me it was always powerful, multi-cylinder grand tourers – but so many of the great joys of life can only be found by dragging ourselves outside of our comfort zones to where new favourites are waiting. Our seven bucket list choices each illuminates all that’s appealing about its own genre, presenting a richly textured set of experiences to explore.
If you’re struggling to try, buy or borrow any, you could always put yourself forward for one of our List features.
Have a great break and a better 2022.
The new year brings an imperative to explore a wider range of classics
very cool idea
Nice job for next gen RR
Swapping 250 SWB ownership
Just a small correction on the 250SWB Ferrari article written by Ton Roks. He mentions the dark blue car of Moss and Hill at Le Mans now owned by Ross Brawn, when in fact that car is owned by Clive Beecham, the 1961 Rob Walker car. Brawn’s car is the 1960 version.
Exhaustive detail
The Ferrari 250SWB’s extended exhaust tailpipe trims (The Racer That Didn’t) were branded SNAP (Scarico Negativo Aria Pressione or Exhaust Negative Air Pressure) and were fitted to Ferraris in 1959 and 1960. They were sold in the UK with the sales slogan, ‘Ferrari Fit SNAP and So Should You.’ The concept was one of reducing back pressure in the exhaust system. Concentric tubes included a lozenge-shaped slit in the outer tube wall where air could enter at high speed, causing a vortex at the tip of the exhaust pipe and supposedly sucking engine gases out. I bought one and fitted it to my Mini – but although it looked great, I don’t remember any advantage whatsoever in either performance or fuel consumption. They are still sold at £1500 each (you need four for the restoration), but I guess that this is small beer if you own a 250SWB.
CAUSE FOR CELEBRATION
It isn’t often that a new Range Rover arrives. While most new cars have a shelf life of around six years, Land Rover has managed to stretch out the current model’s life to almost a decade, by the time the latest car – L460 – goes on sale next spring. And while most cars get a mid-life facelift halfway through, Professor Gerry McGovern OBE – Jaguar Land Rover’s Chief Creative Officer, to give his full titles – believes in careful evolution, with a series of changes made over a number of different model years, allowing the customer to be carried along the design journey.
I won’t spoil the big reveal on, however, Land Rover’s design team really deserve a big pat on the back for the latest car. There’s so much more to the styling than at first acquaintance, with little touches that really surprise and delight. Like the absence of seals around the windows, the tighter shut lines and the gorgeous simplicity to the rear end. It isn’t until you see the old L405 model and the brand new L460 side-by-side that you begin to notice the differences between the two cars. Like how intricately jewel-like the new headlights are, and the way that they intersect with the front grille.
I had the pleasure of having the new car presented to me by Production Design and Quality Director, Andy Wheel, who went into some detail about how difficult it usually is to get the proportions right on standard and long wheelbase vehicles. It isn’t quite as easy as adding a few centimetres into the rear doors, and the hard work of the design team has paid off, as you will be hard pushed to differentiate the two from each other, aside from an ‘L’ badge on the extended car. For the first time in the flagship car’s history, there’s a choice of five- and seven-seats, and when they say seven seats, they mean seven proper seats, with space to spread out, even for those taller than six foot!
At the launch of L460, the workers at Solihull are starting off building just with petrol and diesel engines. While the D300 and D350 straight six diesel units with mild hybrid technology are familiar, the P530 twin-turbocharged V8 petrol unit is a brand-new, heavily modified BMW-sourced powerplant that has been uprated to cope with the kind of punishment that every Land Rover has to go through before it can be put on sale to true off-road fans. Next year, a pair of plug-in hybrid engines will arrive (P440e and P510e), this time paired to a six-cylinder petrol unit, rather than the 2.0-litre four-cylinder affair from before, boosting refinement enormously. And in 2024, a pure electric drivetrain will go on sale, delivering the most diverse range of powerplants in a Range Rover, ever.
It is with great sadness that the Vogue badge is retired, and that’s due to licensing issues in some markets with the magazine of the same name. Instead, this time around, versions of the Range Rover will simply be called SE, HSE, Autobiography and First Edition in all countries.
Full-size luxury classics have been the orphans of the classic car world, but their unique appeal is growing.
Stars of film, music and industry spend fast-paced lives racing between helipads, parties, appointments and romantic liaisons in a dizzying blur of wild V12 supercar fury, right? In the public imagination maybe. Reality for such exotic machinery is a life of air-conditioned storage, punctuated by rare trips out for a spot of posing. The greatest jeopardy is not somersaulting off the edge of a hillside road after an intoxicant-fuelled party, but having the wrong detailing products applied by the hired valeter. To arrive at those appointments fresh and ready to perform, life’s high achievers will waft in air-conditioned, air-suspended luxury.
Greeting one’s followers with eyes out on stalks and shirt plastered to your back with sweat doesn’t create the right impression. James Hunt ran a Mercedes-Benz S-Class, as did baseball star Reggie Jackson and the Kennedys favoured Lincoln’s fourth-generation Continentals in assorted forms.
Don McLean has had two Bentley Arnages. Eddie van Halen and Sylvester Stallone had Lamborghini LM002s, giving the outrageous-looking but civilised ‘Rambo Lambo’ its nickname, and the notorious Kray twin gangsters liked a Jaguar MkX for its ability to exude an air of successful businessman, laced with a hint of menace in case anyone disagreed.
Of course, all of that luxury can make such cars intimidating to own as they tumble down the secondhand market into the hands of owners on sub-superstar incomes, shedding value like autumn leaves. Until, that is, they start to be appreciated for their uniquely pampering classic appeal. That’s where we come in, armed with the right knowledge and the urge for a different kind of classic car experience. Lamborghini LM002 values underline how more buyers are thinking big, and the other real estate in our test is becoming more expensive, but they still represent appealing value compared to their lesser-sized contemporaries.
Time to indulge ourselves.
Such decadence comes at a price, one that’s worth paying.
Corniche reinvention
The process of replacing any automotive design that’s achieved ‘legend in its own lifetime’ status during a lengthy career is fraught with danger. When the car in question is as upmarket and prestigious as a Rolls-Royce, however, the stakes are even higher. How will fans of the long-running original react to its successor? In the case of the 2000-model Corniche, the risk was reduced by the fact that five years had passed since the previous generation had met its demise. Time is a healer, as the saying goes, and the gap between the old and new Corniche was an advantage. What made the Corniche V (as it’s now generally referred to) particularly interesting, however, was its role as the last new Rolls-Royce from the marque’s historic Crewe headquarters. That it was also the only Rolls-Royce launched during Volkswagen’s brief custodianship of the marque adds a further touch of historical significance. The Corniche V was, of course, short-lived. And with fewer than 400 examples built in total, it was a rare sight even when new. But it can still be deemed a success, bringing a classic name back to life for one final fling. In this issue of Rolls-Royce & Bentley Driver, we get to experience what is surely one of today’s finest survivors, so check out the full story that starts on page 10. Meanwhile, don’t forget we’re offering some great subscription deals right now, not only saving you money but also guaranteeing direct delivery of every issue of your favourite magazine. Wherever you live in the world, all you need to do is visit shop.kelsey.co.uk/RRB to see the latest offers in your particular region. Oh, and if you’ve missed any copies over the last year or two, you can use the same link to order back issues – again available worldwide, with free postage for anyone in the UK. Enjoy!
Fancy a bit of internet window shopping?
It will come as no surprise that, being obsessed with cars, the Octane team spends plenty of time discussing the motors we would like to snap up while we still can, preferably when they are right at the bottom of their ‘depreciation curve’. Of course, all too often such discussions end with an internet search and the realisation that prices have bounced and we have already missed the boat. Possibly even more often, furious activity is followed by a cooling-off period and then it all turns out to have been a flight of fancy anyway.
We are all guilty of this, though associate editor Glen Waddington is in a different league — it is a very good thing he isn’t so fickle in real life — and I’ll bet plenty of you are, too. One day we might be salivating over Lada Nivas and Fiat X1/9s, the next strangled bad-taste Corvettes and Renault Twingos. Obviously, even the Octane old ’uns still like a bit of power beneath their feet, so cars with a bit of pep tend to come to the fore, whether the tepid hatches that seem unwittingly to have become my speciality (Alfa 145 Cloverleaf and Ford Focus ST170) or the JDM specials that Matthew Hayward is always ogling. Oh, and the hot Renaults. All of them. Always. For everyone.
Either way, these listings lustings usually tend towards the modern classics, perhaps simply because there are so many still to bottom out in a less mature market, maybe because we all mentally categorise them as a cheap daily driver to enjoy while we are still permitted to, or it might just be that there is such a glut of brilliant millennial drivers’ cars out there that can be picked up for a relative song today.
There are advocates for every one, of course, but all of us (even Glen) keep coming back to the Porsche Boxster, a mere 25 years old but already the saviour of the company and a sports car watershed, This is a car that would be no less impressive if launched today, yet can be bought for the price of the cheapest new car on sale.
Sure, plenty would prefer a Cayman S, but the extra spend is as hard to justify as for a Rover P5B coupe over a saloon, The Boxster ticks all the boxes for us and we reckon now is its moment, so that is why we celebrate it this month. If it doesn’t tick all your boxes, don’t worry: we have some alternative suggestions that might.